It's simply competition for the best jobs. You're essentially asking why there are different hiring criteria between majors and regionals. They are more selective because they can be. It's not that military aviators can't do the job when they are out of currency, it's that there are plenty of current aviators available that are also trying to get on a major airline.

 

No doubt!

*Note: all of the below is opinion and based on shady, at best, assumptions based on reading.

It does seem like the reserve life at a major is less of a "beatings continue until morale improves" setup. I'm sure it's not still rosy - but two things. 1) there are many things I've read regarding reserve at a regional that I don't see come up with reserve at a major: junior manned being one of them. 2) the paycheck tends to ease some of the pain (unless you've set yourself up for a wicked commute to reserve. Not sure you can pay your way out of that?)

 

Its been explained to me that regional training is set up to take pilots with mostly piston CFI work and get them working in a high performance turbine world. In other words...slightly different pace than at a major.

Major airline programs that I have talked with people about assume that you have been flying 121 and know that part of the business and the training can be done at a much faster pace.

There is a marginal probability that a non-current mil pilot will fail 121 training and lose their job and carry a black mark on their record. The assumption (valid or not) is that the probability of them failing at a regional is lower and that will reduce the probability of them subsequently failing at a major.

 

Cool, possibly an EWR or PHL based regional would work.

This is true, although it can depend on the regional. As well as said regional's specific base/fleet. Some guys getting worked (flying a lot) and some guys spending a lot of time at home inverting bourbon bottles.

But listening to a legacy pilot complain about reserve is funny. Especially if their perspective/frame of reference contains ZERO regional reserve.

Going through a few of each, this is ALSO TRUE.

Do mil guys have a problem in training, NOPE. But a legacy's program is set to draw upon an already built foundation of experience.

What a mil pilot has to draw on isn't so much the stick and rudder skill set, they've ALREADY got that. It's more of the learning curve of the civ/121 way of doing things.

Again, it's not some rocket surgery, thousands upon thousands have done it with ZERO ISSUES.

It's just where they have to draw their stengthss from, as in learning something new and quickly, without much time or explaination, etc.

 

What is the main difference between regional reserve vs legacy?



Sent from my iPhone using Tapatalk

 

A LOT to type, but the work rules.

Days off, long call, etc.

Let's just say that even though a major/legacy pilot may complain about being on reserve, its way more "gentlemanly" than at a regional.

The post bankruptcy era has made great strides that way.

 

When I was an RJ Captain around 1999-2000 flew with many new FO's straight out of fighters, etc. All extremely sharp guys. Majors were hiring and they got picked up quick. Every female with 500 PIC also.

 

It all goes back to "known product." Whether its the military or a college program or academy, the product or the syllabus is formal and known.
On the other hand Bill Bob's Flying School might actually turn out a better pilot, but there is no brand recognition.

Now if you are a pilot recruiter and went through an XYZ program which you obviously thought was good, who would you be partial towards?

Recruiters prefer stable, formal, known programs.

 

I'm a retired AF pilot, 3500 hrs in 135s and T-1s. Been out of the cockpit for about 3 yrs. Am contemplating leaving the corporate world and returning to the cockpit. Im operating on the assumption at regionals are a must given my lack of currency. But I'll be honest, the pay and lifestyle (commuting) seem pretty rough. Looking to hear from anyone who has gone down this road.

 

Every airline is different with respect to "recency of flying" but most seem to want to see you currently flying professionally. SWA seems to be the most relaxed with asking for 2 years of flying in last 5.

Lots of folks on the board are in the same spot that you are in. Same situation as those leaving the military from staff tours (including me).

Financially plan on 12-18 months at a regional. Regional will give you the most "points" on your application. Getting 100+ hours of recent turbine time as a professional pilot will also count but doesn't check the 121 box.

Biggest hurdle seems to be digesting the QOL issues that are certain when you return to flying. You will take a pay cut for the first 2-3 years (assuming you get hired by a major after 1) and unless you live or plan to live where you will be based - you will have to commute which cuts into days off.

The majors stress that they aren't hiring good pilots - they are hiring good leaders that also happen to be well trained pilots. As you write your applications - start now - highlight leadership in the air and on the ground. Each airline application is worse than filling in an SF86.