Were you in a USAF safety officer position? I can't see how without the S-code. On the other hand, you had a flying safety job for 2 years,
so I guess I'd put it on my resume too.

Don't know about the others, but Delta will ask for the OPRs.
Nobody will ask for documentation of the AMIC. If the duty title says safety, that should justify it.


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Definitely put it down. I am the safety officer in the flight dept at my job (defense contractor) and I put it on all my apps. Never went to ASO school in the Navy.

I don't know but that was one of the funniest posts ever. Thanks for pulling it back out of the basement.

Hey there gents! Longish time lurker but my life just got accelerated. Long story short was that I had to drop my retirement papers yesterday in lieu of getting hammered with the Bahrain unaccompanied tour. Just couldn't do it to my family and I was at that 19 year sweet spot for the monitor to jump on. Unfortunately the sweet deal that I had worked out to leave my joint tour to Pensacola flying T-45's is now gone (that currency thing), and I am now roughly 15 months from my retirement date. Here are my particulars:

2400 total Mil, all turbine, 2200 in F/A18 A-D in the USMC. 100+ civilian. Weapons and Tactics Instructor, ACTI, WTI LATI, Flight Lead Stan Eval, Mission CDR, Division Lead, Post Maintenance Stan/Eval, Section Lead, FAC(A), TAC(A)...partridge in a pear tree. Also ASO school trained with a couple Class A SIR's under my belt. My last operational flying tour ended in Aug 2013 and I have been pushing paper since on my staff tour.
So as I see it so far...
1) Get the Apps started ASAP.
2) ATP ASAP
2) Continue to reach out to squadron bubbas in the Majors and work that angle.
3) Listen to the smart folks here for rudder steers.

I know currency will be an issue and a regional may be unavoidable. What will constitute current? I have been flying bug smashers here, have my own single engine "complex" airplane and have access to the aero club twin, but I doubt any of that will help.

Thoughts?

Also remember that your DD214 (if you have it at the time) will show formal training courses that you've taken.

If they want to root around in there at the interview, I'm sure it won't be the first DD214 they've examined.

At United's military hiring webinar last year, they said,

"to be considered current in UA's eyes, you must have 100 hours of flight time in the last 12 months in something more complex than a Cessna 172."

On the other hand, there are plenty of datapoints showing that guys who have not been in flying jobs at retirement (up to even a couple years' worth of desk-drivin') have received interview invites to the majors/legacies.

Ultimately, you just don't know what they'll think.

Apply now, and keep doing whatever civilian flying you can in the 15 months until you retire. If you get a call in the next 15 months from a major/legacy, great! If not, be prepared to go to a regional, get valuable 121 experience there, get multiengine jet currency, and work on getting a call to a major interview.

Did you take the ATP written in '14 before the rule change? If not, you're going to have to figure out how to get a CTP course before taking your written (there are a couple other threads on this to read...).

http://www.airlinepilotforums.com/mi...ew-system.html

http://www.airlinepilotforums.com/mi...onals-pay.html

Thanks Hacker. Unfortunately I didn't get the written prior to '14...just wasn't backwards planning well enough at the time. I can get the time off to get to the CTP course easily here, which is a benefit. I can also knock out the practical here at the Aero Club here in Offutt. I love the AF, cuz the Marines just don't have those like you guys do. Thanks again for the reply, much appreciated.

Are you planning on using your gibill for the CTP? If so- higher power in Dallas. Also you can use the gI bill for an ATP/737 type rating.

It is worth your time to run the numbers to see if it is the smartest financial decision to foot the bill yourself for the CTP and ATP.

There's a little but of catch-22 to the discussion, because if you don't have your ATP already, the majors aren't going to call you to an interview in the first place. But, you still have to honestly assess what you think your actual chances are of getting hired without that 100 hours of turbine/multi currency (and not what you hope the chances are).

If there's a realistic chance that you'll have to fly for the regionals, just save your dollars ($10K or upwards out of pocket, depending on who you use for the CTP and ATP) and let them pay for the CTP and ATP as part of their training.

There are a lot of military pilots who, frankly, think they're "above" working at a regional, and don't want to believe that they might have to in order to get an interview call from the majors. Some that I know were in denial about it until they were months into terminal leave, with no interview calls from anyone they'd applied to. As I said earlier, although the finances certainly suck, the benefit of the paid CTP/ATP, as well as the 121 experience in your brain and on your application, could be worth it.

Right now, there are very few non-current guys getting interview calls from majors. It IS happening, but it is by far the exception rather than the rule. None of us knows if that trend is going to change (for better or worse) over the next year, so you're just going to have to keep gathering intel on it until you have to pull the trigger on buying a CTP then an ATP, or just going to a regional instead. IMHO make that decision no later than 6 months prior to your terminal leave date.