FLY6584

I am a previous T6 FAIP that went to a 707 platform following my FAIP tour. I have about a year left until I am eligible for another assignment and I am trying to decide what to do. I can either push to extend at my current assignment and stay in my current platform or try to get back to AETC as a UPT or PIT IP to finish out my UPT ADSC. I will definitely be getting out at the end of my ADSC and would like to know what will set me up better for getting hired at a Major.

Ideally I would like to get back to the T-1, but T-1's are rare and it is much easier to get a T-6. I really enjoyed flying the T-6 and would not mind going back to it, but I don't want to hose myself for a job in the airlines. Now I know Turbine Instructor Time is Turbine Instructor Time, but I also know some airlines distinguish between Multi and Single Turbine PIC.

Luckily I was able to start out as an AC in my current platform so by the end of my current assignment I will have the 1000 Mutli Turbine PIC requirement that I have seen companies like Fed Ex require, but how big of a deal is it that I continue to get more Multi Turbine PIC time? Will that T6 time be just as good for the Majors besides Fed Ex? And are there any other Majors that look for a lot of Multi Turbine PIC time like Fed Ex does?

As always thanks for the help guys.

Hart11b

If you're looking for an all-encompassing answer, I would go with the bigger airplane. Personally, if you can get another 707 type assignment and upgrade to IP that would be higher quality time. Then the T-1 and T-6 in order.

Having said that, nobody is able to solve the riddle. If you were a T-6 FAIP then you likely have ~1200 T-6 hours and another 1000 707 PIC so you'll probably be competitive in any of the three mentioned airplanes. The heavy, multi-engine, may be better for Fed-Ex or UPS when they start to hire. UAL doesn't care as much about multi-jet, they're looking at lot at turbine PIC.

Look at your top three airline choices and see which airplane they would favor more and then attempt to get that assignment.

Disclaimer: I claim not to be an expert.

rickair7777

For most US airlines military SE TPIC is usually GTG. They don't care much for civilian SE TPIC, but military time is different.


Good that you have 1000 ME TPIC. I would probably try to extend in your current slot if you're getting decent hours. FDX/UPS do seem to appreciate heavy time. You already have the instructor ticket punched, so no real need to do it again IMO. Otherwise apply for T-1's, but since they're not heavy I don't see a huge advantage there over the T-6. Even if you go to the T-6 you should still be plenty competitive assuming you have the total time.

I think the main thing for you at this point is just to stay current until you leave AD. If you don't get picked up by a major right off AD, then be prepared to go either guard/reserve, corporate, or regional to stay current until you get called.

ForeverFO

Agree, a T-6 logbook entry isn't much different than an F-16... both TPIC. And you are instructing, which is a bonus. You'll have a nice mixture of turbine MEL and SEL PIC.

At your level of aviation, Airlines are more interested in your position (IP, Check Airman, Wing Safety guru, etc) more so than the hardware.

CheapTrick

Extend for the heavier time. Or if you must choose T1 or T-6, take the T-6. Have fun and put yourself in position for a T-6 reserve job.

OSAVIP

Take a KC-135 position at any available base, become an instructor in the -135 (I didn't get the impression you're an IP in a major weapon system, right?), then volunteer for every flying deployment you can get. World-wide 4-engine heavy time (as an instructor) is far better than UPT or PIT time.

MikeF16

By the time you can get out, assuming no economic collapse or terrorist event, if you'll be able to fog a mirror it won't really matter much.

T6 Pilot

First off, I think you are naive and uninformed if you think that being a T-6 dude will rape you of any chance of being an airline guy:

1. I'm a current PIT IP and I can tell you first hand that, albeit an older squadron, ALL of us are aspiring to become an airline guy in the next 1-3 years.

2. It is ALL IP time. Period.

3. Singe engine vs multi-engine. Doesn't matter according to the HR reps that we personally know. They hire single engine guys, centerline thrust restricted guys, etc. Multi-engine time isn't the major discriminator -- but the QUALITY of hours that you have. They would rather have a 1000 hour Viper IP than a 750 KC-135 AC.

4. If you were a FAIP, I would HIGHLY suggest you look at coming to PIT (T-6 or T-1). I can get you in direct contact with the hiring folks -- this is BY FAR the best flying assignment for folks who want to fly on a daily basis.

5. It's all about internal recommendations - of the 75+ traditional reservists here at Randolph, I figure 90% of them are current airline guys -- pick the airline, there is someone here in the know. Mostly SWA and UAL, sprinkled with AA and DAL -- but, we have them all and getting an internal recommendation is as easy as requesting an out and back with the guy….

jollygreen07

Yeah, having just finished PIT I can say that it seemed like a great gig for those looking to fly a lot with a minimum of hassle. If I were in the AF I'd jump on that deal in a second.

jtseed

In line with T-6 and others PIT is a GREAT gig. Expend any and every favor that you can to get a tour!