Seven Left

Yeah I've dealt with people from both companies and they're both excellent places to work. I'd love to go with Republic/Shuttle America, but that's looking at 1000TT minimums. Apparently oil closed in the high $80's today, so maybe there's hope.

Seven Left

USMC, I'm definitely willing to instruct. Not to toot my own horn, but seeing how I've dealt with other students in my flight school, I think I'd make a pretty good instructor. I think 2000TT to be competitive is a bit of a grim outlook, though (for regionals). Don't get me wrong at all, because I really do appreciate the input. I agree that flight instructors sticking around does a lot of good for students and flight schools, but saying that is much easier when you're already flying something that climbs above 14,000. Bottom line, I took out a $70,000 loan and got into training when the hiring was strong. Have I had to change my expectations? You bet. I just didn't (and still don't) expect to have to flight instruct to the point of getting near 2000 hours to be seriously considered for a job in the right seat. Perhaps I'm optimistic, but I think things will settle down again here real soon. Until then, I'm looking at anything I can do to build time. Thanks again for the input.

BoredwLife

There is hope in about 4-6 years when the 65ers start their exodus. Then maybe you will have a chance with 250 but instead I would say instruct for those 4-6 years and you might be able to pull a job in about 2-3.

I will also add that even though you’re optimistic you need to be realistic. Things go bad at airlines very very quickly. 300 pilots furloughed in one month. Imagine that when things are GREAT they normally only pump 30 pilots through training a month. It’s going to take a long time to get good again. I would set your bar at 2000 and hope that you are surprised if you get a job it at 1500.

usmc-sgt

Seven,
As bored mentioned optimistic is nice but you really need to be a realist. I just dont see anytime soon that a pilot would even stand a chance with 1000 hours and I do see 2000 being much more realistic. As mentioned plan for 2000 and be happy if you get on with 1500. It is not a bad thing or a kiss of death or a negative on you but it is the state of the industry. If I could find a job you could glady have my slot.

To put it into perspective with 2 examples. We have two street captains that were hired. One street captain flew on a CRJ for 5 years right seat with around 4000 in type he then went on and flew right seat in an A319 with a type rating in the plane. The other retired from the Air Force having flown their VIP DC9 (air force 1 paint scheme) and then flew cargo for near a decade as a captain flying international heavy. Neither of them could find a job anywhere to include other regionals and ended up here. Both had over 10,000 hours.

I have been trying to get into corporate and called a gentleman about a cessna 414 gig (which I have time in). I have right around 2000 hours with 1000 multi and 700 turbine and was told that he has resumes on his desk with guys who have 20 years experience and thousand of hours of heavy international PIC. FOR A PISTON LIGHT CABIN TWIN JOB! It stinks I know, this time last year I would have been nearly guaranteed that job because no one would have wanted it, now I couldnt buy my way into it. I think every member on this board to include the furloughed ones could tell countless stories of guys they know (or themselves) who have had or seen similiar experiences of this very dry market.

There are exceptions, there always will be guys with under 1000TT flying right seat in Gulfstream Vs but people also win the lottery after only buying 1 ticket. Sorry about the 70K loan and starting in the peak of the hiring boom and ending up with this however its the nature of the beast.

The Juice

What you forget is most of us, instructed for many hours before getting on with a regional. We can say it now because we put in the hours flying a 152 around the pattern.

You have not earned a 121 job yet with 250 hours TT. Can you really tell me you feel ready to fly a 90 seat RJ? Honestly ask yourself this. I can look back at myself at 250 hours and for me, no way!

You go to ATP correct? Where else have you flown? Any other states, cold weather ops, mountain flying?

Again, I am not trying to be a jerk but your response should be more along of the line "I am going to take this slowdown in the industry to expand my flying knowledge and skills" not "Maybe I can get lucky and not instruct and go fly a jet soon."

DC2495

I'm a lucky flight instructor, and I'll tell you why. I knew all along I would have to do it, I didn't know how long. As is I've been chasing minimums all around the industry. I've been chasing 135 IFR mins as well, now that I have those even the major 135 guys are closing down. As it stands though I picked a company that has a 135 operation. I get to fly 135 a little (IFR and VFR), so it gets me away from students for a little while and allows me to expand my skills as well. I'm going on 1,000 hrs dual given, it's not my favorite, but it makes me better and keeps me current. Keep your head up and learn as much as you can from students.

bradeku1008

Seven,

I got hired on at PSA with low times (660 TT and 38ME). Never got to start class but was placed in a hiring pool. It sucked that I didnt get to start in May but I have been instructing while I wait PSA out. Trust me I have learned alot in the past 5 months. Dont take this the wrong way but with 250 TT you dont know enough to fly a jet full of passangers. Looking back I probably didnt at 660 TT. Go instruct and spend some time with students who might as well be the Grim Reaper in the seat next to you. You will learn ALOT

The Juice

Man, isn't that the truth. I have never screamed so loud as when I had a student recover from a power off stall by pushing the nose down as hard and fast as he could. Like a girl I yelled "Oh My God!"

I miss instructing some and wish I could do it a bit on the side.

Lab Rat

It's called paying your dues.

Led Zep

In the late eighties and into the early-to-mid nineties this was the norm. In fact, it was rare to find a CFI in the early 1990's who left a flight school with less than 1500 hours.

If one wanted a job flying cancelled checks in a light twin, then that person had to have at a MINIMUM 1200/200. Realistically it was the person with an ATP who got the job and probably had closer to 500 multi.

One may ask why that person didn't apply to a regional if they had that much experience. Because the commuters (as they were known then) didn't even acknowledge your resume unless you had 2000 - 2500 TT with at least 500 - 1000 ME. And that was just to get into the right seat of a Brasilia or a an ATR! Want PIC time? The upgrade was at least 2-3 years. And just about every major had people on furlough and nobody seemed to be hiring.

That is more what normal is. Getting hired right out of flight school and into the right seat of a jet is not the normal scenario. In fact, those days will probably never return.