I am forced to work in another field right now (might just stay there, but like to keep my options open none the less) due to the current situation.

However, in 2 or 3 years, if/when positions start being offered again, what sort of recency are most outfits looking for?

I can probably log 100 hrs a year on average - mostly single engine day VFR. Not really exciting, but coupled with 2,000 hrs TT and 1,000+ hrs of 121 turbine time (by then that experience will have been nearly 4 years ago), would I still be in the running for the next wave?

Also, I am thinking of getting my ATP out of the way. I just need to take the written and do a ride. Would this be a wise move or should I just wait? IOW, in training class, I'll have to do a checkride anyway. If the new rules require an FO to have an ATP, do you suppose the airline will provide it so long as the written is done?

 

I am sure they would take your 1,000 hours of turbine 121 experience over someone with the same amount of overall flight time, more time in the last say 6 months but who is only a CFI. I hope they will at least.

 

I think you will be OK, although someone who was currently employed at an airline might have a competitive edge on recent flight time.

If you can afford it and have the time, I would go ahead and do the ATP...

- It will make you more competitive.
- Airlines will probably provide it on the training ride, but some might not. It takes a higher level of instructor qualification to do an ATP ride as opposed to an SIC 121 PC. There may not be enough DPEs to go around.
- You can conduct re-training during a type ride or a PC. You cannot do that on an ATP ride. If you already have the ATP, that would give you more margin for error on the new-hire checkride.
- When jumpseating, mainline guys won't make snide comments about your lowly commercial ticket.

 

I agree. Do the ATP. It will raise you higher in the stack. As far as recency is concerned instead of just flying around VFR, put together a personal recurrency plan to keep your IFR skills as sharp as possible. I would rather see that you did two hours a month under the hood doing approaches and other airwork in a twin, than boring sky holes VFR for eight hours in a single.

 

I hate to be "Johny Rain Cloud" here, but the honest answer is that it's going to vary from company to company. For instance, post 9/11 when we started getting our furloughs back, they were not required to have any time at all, however, anyone who was not a furlough was expected to have an average of 50-60 hours a month over the course of the last 6 months.

I would encourage you as those days get closer, to maybe get a CFI gig, or something that will put you back up to par with some of the other boys and girls that will be applying. Not all furloughed 121 guys left flying altogether. Some went to be CFI's, others are working their tails off in 135 pax and cargo, others are flying part time, but still maintaining currency, and those will be the guys they look at first should they decide to go to another airline where they don't have recall rights.

 

Bry,

The way I see it, in the situation that you are portraying, you'll have a slim window in which to jump back in. You're not competing against guys who have the same experience you do because 90% of them are already on a list and waiting on recall. After that happens, I would guess that the first airlines who hire will probably be attracted to guys with 121 time. These guys will have the same experience you do and probably have the same lack of recency that you do. Basically, you'll look identical to a furloughed guy from another list. After all those former airline guys are picked up, they will probably turn to CFI's. I believe that by the time this happens, your ship will pretty much have sailed because the mins will have gone down and you will have been basically out of the game for that much longer.

When comparing you to the 10% of former airline guys that you'll be competing against, it may be better for you to have an ATP, but I would guess that most of these guys won't either. Its hard to tell if it's worth the time or money for the tick on your resume. I'd probably say that if its not going to cause you financial hardship, go for it. If nothing else, it may allow you to be hired at the beginning of that 10 % instead of at the end, and we all know how much being up the list 10% can up your QOL.

I understand that my %'s may be off, but thats how I see it going down.

 

That is a valid take.

The way I see it is that the airlines will take the most qualified and likely guy to pass through their training program. All decisions made by an airline are cost oriented. A new guy with only CFI experience is more of a wild card.

Anyone on a furlough list obviously has first priority - but, as you said, that is ONLY with the company from which furloughed. I gave up my recall rights at TSA because based on my estimation, recalls weren't going to happen in volume for a long time. Even if I had barely made it back on the list, the slow progress of things coupled with my commuting would have proven a VERY difficult period of time. And as you know, the company isn't worth crap anyway. It was my first knee-jerk entry into 121. I knew that after what would likely be more than a year off, I'd not want to go back there anyway considering I do have an alternative career to use if needed.

That being said, the furloughees will need to be picked up first. However, when "arm's length" hiring resumes, it seems that a company would prefer someone who has traveled through a 121 training program and has gained some valuable initial experience over a CFI who just came out of a 172. Recency is certainly key, but I'd imagine that a guy whose been CFIing, even at a rate of 100 hours a year, is still above many in recency.

I am currently flight instructing, but just part time. By the end of this year, I'll have logged about 150 hours or so and will try my best to keep it up. IFR recency is still good. Renting a twin is likely something I'll need to do when the time comes (if it does).

I see many guys at the flight school I'm at and on these board working through their ratings, etc. I'd like to think that my experience, lowly as it is compared to many, still ranks higher than these working their way up the pole right now. Plus, with well over 1,000 hours multi time, never mind turbine - its tough to get that quality time as a CFI.

 

Oh, I think you're good to go. You are employed as a flight instructor, I don't see it really mattering to those hiring whether you get 150 or 550 hrs/year as a CFI. You are keeping current and getting paid for it. I'd guess that you have a HUGE advantage over the CFI only crowd for all the reasons you mentioned.

 

I would not have done that, unless you were forced. They have to take you back in. Even if it's a crappy company, you will still be first to come back before the thousands that will apply. Now you are no better off than any other street pilot with pt121 time. Plus you never know with these negotiations. Look what happened to Mesaba.

 

Being in my shoes, it was the best option considering all available moves and was made only after very much thought. Staying on would have royally messed up my chances to go pursue something else as a hedge - which I am doing. I'd have had to commit to the profession and would have had to decide to ride all the ups and downs regardless of the outcome. Considering many factors, not just my desire to fly for a living, I made the decision that needed to be made and I have no regrets.

But, I am not one for burning bridges. This industry is still not up to my standards right now. But, I am on the sidelines, keeping my finger on the pulse and merely want to stay as poised as I can to jump in IF I decide I want it later on. But that time may never come and because I made the decision I did, I was able to take advantage of an opportunity that seldom comes up at my age that has the potential for enormous dividends.