I'm retired ARNG and a non-rated type.

You might want to look at PSA if domicile is not important. They will run you through the ATP-CTP course. I know others will but don't know who they are.

I was hired there in 2014 and upgraded inside a year. Upgrade is slowing down for several reasons.

When I interviewed, there were two retired AF guys in my group. One was a former C-17 IP. He already gone. He wanted the Part 121 time on his resume and has gone elsewhere. Can't tell you where. He didn't go into the training department because that's where I am right now. The other guy is still here.

If the Hornet gave you a center-line thrust limitation, you may need some light multi-time to get that limitation removed.

There is also a recruiting and retention bonus for new-hires and F/Os. Good luck.

 

"..If the Hornet gave you a center-line thrust limitation, you may need some light multi-time to get that limitation removed."

yes, my rating is restricted to centerline thrust. I was told it would be removed when I pass the check ride. I am considering taking a sabbatical from my 9-to-5 job for a year to see if 121 is for me. If not, at least I get it out of my system and can go back to being home by 5 PM and flying gliders on weekends.

 

That's correct; when you get your ATP, it will remove the centerline thrust restriction.

He's asking because many ATP and type-rating programs do not allow centerline thrust-restricted Commercial MELs to take the course.

At least one of the regionals, ExpressJet, has worked with the FSDO to add the Vmc demo into their initial newhire training so that military multi fighter dudes can start without getting the centerline restriction removed first.

Other regionals may require you to go get the restriction removed yourself -- via a modified Commercial MEL checkride with a DE in a light twin -- before you start training.

 

I have a question about currency. I will be retiring in 18 months with 2500+ hours of EA-6B and F-18 aircraft commander time but will be retiring from non-flying staff duty. Will bug smasher flight time count towards currency requirements at a major or should I just count on being a regional FO first? I have a service academy, masters degree, ATP, test pilot school, NATOPS instructor, CFI CFII on my resume as well. Opportunities to fly in the Navy will require me to delay retirement for an additional 24-36 months and the additional retirement pay probably will not make up for 3 years of lost seniority when I have only 20-22 years remaining to fly for an airline.

Thanks in advance!

 

I'd plan on the FO route, but you never know.
How non-current? Mine was over 4 years so it was a no go. If you're only at 2, you may squeak by. Bug smasher is fine, but it usually doesn't include an IFR annual. If you maintain your annuals and your approach/landing currencies in a small civil, then it should count. Honestly though, I'd still plan a T&G at a regional.


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A recent 737 type rating might be just the ticket to fix currency issues. The rest of your resume makes you a prime candidate for the majors.

 

I'll be at 4 years from my last hornet ride when my applications drop. I've been invited to instruct at the local field but doubt I will get more than 5-10 hrs per month. I'll plan on applying everywhere but also at a few regionals that have a base within 2 hours from home. I appreciate the feedback!

 

Recall that there is a difference between "currency" and "recency". Some airlines will want both, and some airlines will want one or the other.

So, dropping your GI Bill on a 737 type will get you "current" (e.g. landings, approaches, and a checkride) but not "recent" (e.g. "100 hours in the previous 12 months", etc).

Most of the regionals will want you current and most likely don't care if you are recent. The majors and legacies will want you both current and recent.

United, in their military pilot hiring webinar last summer, specified that their 100-hours in the last 12 months recency requirement had to be in an airplane "more complex than a Cessna 172" (direct quote from UAL).

I would plan on going to a regional; remember that the timeline between application, getting called for an interview, interviewing, and being offered a class date can be quite a while, even for current and highly qualified candidates. Flying for a regional isn't glamorous, or well paid, but it is the door through which the majors would like to see a non-current military pilot walk through on their way to an interview.

 

Hacker (or others),

Do you know if the "100 hours in the last 12 months" counts for fighter-types? These days, a 100-hour year would be rare...at least in my particular case/base/jet...

Thanks for the info!

 

I'm not aware of any differences in currency guidelines between pointy-nosed vs other airplanes at any of the airlines.

That being said, even though they don't explicitly say so, those recency "requirements" are only *guidelines*. I know of a small number of folks without currency/recency who have been hired by majors over the last two years.

They are the exception rather than the rule, though. Don't count on it being true...buy don't let the lack of recency keep you from submitting an application. Put in the app and let the hiring board decide if they want to call you in without that recency.