MV-22 Pilot - Mil to Civ - Roadmap advice?
07-18-2018, 09:43 AM
#31
Line Holder
Joined APC: Jun 2017
Posts: 49
This was shared elsewhere. The head of SWA pilot hiring was asked how they value osprey time.
Hey XXXX,
Great question and thanks for asking. The FAA has put this in the "Power Lift" category. Some of the time may be used to supplement an ATP - AMEL but if a pilot's only time is Osprey they can only qualify for a ATP Multi-Enging Powerlift. Not suitable for Southwest Airlines.
The bigger question you asked is how do we look at Osprey time? I realize this is a passionate subject for those who've spent an entire career in the Osprey and are seeking to transition to an airline career. We consider it as an additional flying skill but not to replace our airplane fixed wing minimums of 2500 TT or 1500 TT if all that time is turbine. We have a separate category called Helicopter/Powerlift and that time all goes into the same category.
We seek to hire candidates who can complete our demanding eight week course and 25 hours of IOE in the allotted syllabus hours. Make no mistake these are talented aviators and we could train them but not in the syllabus hours we have budgeted for. I recently was at a meeting with some other airline training folks and asked them if they'd ever put an Osprey pilot through. The response was, "once, and we can't afford to do it again." The fact of the matter is they do have a unique skill but it's not directly transferable to what we do. They will argue that 90% of the time they fly like a conventional airplane. That's true but that's not the critical part. The take off and landings are drastically different; speed is only a part of it.
Regardless of what the FAA calls the time we have the responsibility to hire pilots who are best suited and trained to perform in our environment. Similarry some pilots have several thousands of hours in small piston powered aircraft, they too would not be prepared for the pace of our training program.
Happy to discuss further if you'd like.
Rocky
Hey XXXX,
Great question and thanks for asking. The FAA has put this in the "Power Lift" category. Some of the time may be used to supplement an ATP - AMEL but if a pilot's only time is Osprey they can only qualify for a ATP Multi-Enging Powerlift. Not suitable for Southwest Airlines.
The bigger question you asked is how do we look at Osprey time? I realize this is a passionate subject for those who've spent an entire career in the Osprey and are seeking to transition to an airline career. We consider it as an additional flying skill but not to replace our airplane fixed wing minimums of 2500 TT or 1500 TT if all that time is turbine. We have a separate category called Helicopter/Powerlift and that time all goes into the same category.
We seek to hire candidates who can complete our demanding eight week course and 25 hours of IOE in the allotted syllabus hours. Make no mistake these are talented aviators and we could train them but not in the syllabus hours we have budgeted for. I recently was at a meeting with some other airline training folks and asked them if they'd ever put an Osprey pilot through. The response was, "once, and we can't afford to do it again." The fact of the matter is they do have a unique skill but it's not directly transferable to what we do. They will argue that 90% of the time they fly like a conventional airplane. That's true but that's not the critical part. The take off and landings are drastically different; speed is only a part of it.
Regardless of what the FAA calls the time we have the responsibility to hire pilots who are best suited and trained to perform in our environment. Similarry some pilots have several thousands of hours in small piston powered aircraft, they too would not be prepared for the pace of our training program.
Happy to discuss further if you'd like.
Rocky
07-18-2018, 01:44 PM
#32
Gets Weekends Off
Joined APC: Sep 2009
Posts: 2,227
09-19-2018, 08:07 AM
#35
Line Holder
Joined APC: Dec 2008
Posts: 25
You might want to look into Skywest's "Rotor Transition Program for Military Aviators".
Rotor Transition Program » SkyWest Airlines
Rotor Transition Program » SkyWest Airlines
03-16-2019, 02:13 PM
#37
Line Holder
Joined APC: Aug 2016
Position: A320 FO
Posts: 82
Nope, not true anymore. A bunch of USMC “pure” MV-22 Pilots (pure as in only flew the MV-22) have recently gone straight from active duty to legacy/major carriers. Others have had to do minimal (ie 6 months to a year) at a regional to get picked up. Southwest Airlines is the only one that doesn’t count MV-22 time (head-scratcher, and their director of hiring can’t give a coherent explanation as to why).
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Sent from my iPhone using Tapatalk
03-17-2019, 10:45 AM
#40
Covfefe
Joined APC: Jun 2015
Posts: 3,001
Originally Posted by BigIron
A friend of mine has interviews at Delta and American, no regional time. He’s still Active Duty.
A dude who went through UPT and straight to CV-22s for 10 years is a whole lot different than a guy who flew CV-22s and then went to be a T6 instructor pilot or had a C12 tour, or something else racking up FW TPIC.
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