Signing 6 months prior to start date?
02-10-2019, 12:02 PM
#21
Gets Weekends Off
Joined APC: Sep 2016
Posts: 1,948
Originally Posted by VegasChris
" and probably lying about your flight time." was what I was referring to.
I am not offended, but I am not going to be called a liar and sit back and take it without saying anything back either.
The hours I build in the piston are to get the check boxes on the R-ATP requirement filled. I do not think my single engine plane will adequately prepare me to fly something 10 times as heavy and 5 times as fast.
Everyone says teaching as a CFI will make me a better pilot, so I plan on doing that while earning hours in my own plane.
I would love to get turbine time or jet time (PIC or SIC) prior to becoming eligible for my R-ATP, its just not going to happen in the current market. There are quite a few low time people with a few more hours than me that will stick around to 1500 hours that would be a much better investment for these companies to hire when compared to me. Who wants to pay for a type rating or insure me at 300 hours and also let me pick what days I want to fly so I can keep my regular job that pays the bills all while I am just trying to get to the magic number that happens to be 500 hours less than a lot of other guys ? I know I wouldn't.
So that leaves me with CFI on my time and time building in my plane on my schedule. I know I am going to have shine a bit more in the interview and really push myself hard through training. I am ok with that. The whole point of my question was to see when I should start putting in applications to make sure I am not pushing to get my hours done and then sit for 4 months waiting for a class date.
I get the frustration with the guys that have been around for a while. I know it wasn't uncommon for someone to have 5000tt with 3000 PIC jet before the regionals would even look at them, and here I am coming with 1000 hours in a single engine piston trying for the same spot. It doesn't seem right, but thats the climate of today's market so I am taking advantage of the timing.
I am not offended, but I am not going to be called a liar and sit back and take it without saying anything back either.
The hours I build in the piston are to get the check boxes on the R-ATP requirement filled. I do not think my single engine plane will adequately prepare me to fly something 10 times as heavy and 5 times as fast.
Everyone says teaching as a CFI will make me a better pilot, so I plan on doing that while earning hours in my own plane.
I would love to get turbine time or jet time (PIC or SIC) prior to becoming eligible for my R-ATP, its just not going to happen in the current market. There are quite a few low time people with a few more hours than me that will stick around to 1500 hours that would be a much better investment for these companies to hire when compared to me. Who wants to pay for a type rating or insure me at 300 hours and also let me pick what days I want to fly so I can keep my regular job that pays the bills all while I am just trying to get to the magic number that happens to be 500 hours less than a lot of other guys ? I know I wouldn't.
So that leaves me with CFI on my time and time building in my plane on my schedule. I know I am going to have shine a bit more in the interview and really push myself hard through training. I am ok with that. The whole point of my question was to see when I should start putting in applications to make sure I am not pushing to get my hours done and then sit for 4 months waiting for a class date.
I get the frustration with the guys that have been around for a while. I know it wasn't uncommon for someone to have 5000tt with 3000 PIC jet before the regionals would even look at them, and here I am coming with 1000 hours in a single engine piston trying for the same spot. It doesn't seem right, but thats the climate of today's market so I am taking advantage of the timing.
02-10-2019, 12:06 PM
#22
Perennial Reserve
Joined APC: Jan 2018
Posts: 11,481
Originally Posted by VegasChris
" and probably lying about your flight time." was what I was referring to.
I am not offended, but I am not going to be called a liar and sit back and take it without saying anything back either.
The hours I build in the piston are to get the check boxes on the R-ATP requirement filled. I do not think my single engine plane will adequately prepare me to fly something 10 times as heavy and 5 times as fast.
Everyone says teaching as a CFI will make me a better pilot, so I plan on doing that while earning hours in my own plane.
I would love to get turbine time or jet time (PIC or SIC) prior to becoming eligible for my R-ATP, its just not going to happen in the current market. There are quite a few low time people with a few more hours than me that will stick around to 1500 hours that would be a much better investment for these companies to hire when compared to me. Who wants to pay for a type rating or insure me at 300 hours and also let me pick what days I want to fly so I can keep my regular job that pays the bills all while I am just trying to get to the magic number that happens to be 500 hours less than a lot of other guys ? I know I wouldn't.
So that leaves me with CFI on my time and time building in my plane on my schedule. I know I am going to have shine a bit more in the interview and really push myself hard through training. I am ok with that. The whole point of my question was to see when I should start putting in applications to make sure I am not pushing to get my hours done and then sit for 4 months waiting for a class date.
I get the frustration with the guys that have been around for a while. I know it wasn't uncommon for someone to have 5000tt with 3000 PIC jet before the regionals would even look at them, and here I am coming with 1000 hours in a single engine piston trying for the same spot. It doesn't seem right, but thats the climate of today's market so I am taking advantage of the timing.
I am not offended, but I am not going to be called a liar and sit back and take it without saying anything back either.
The hours I build in the piston are to get the check boxes on the R-ATP requirement filled. I do not think my single engine plane will adequately prepare me to fly something 10 times as heavy and 5 times as fast.
Everyone says teaching as a CFI will make me a better pilot, so I plan on doing that while earning hours in my own plane.
I would love to get turbine time or jet time (PIC or SIC) prior to becoming eligible for my R-ATP, its just not going to happen in the current market. There are quite a few low time people with a few more hours than me that will stick around to 1500 hours that would be a much better investment for these companies to hire when compared to me. Who wants to pay for a type rating or insure me at 300 hours and also let me pick what days I want to fly so I can keep my regular job that pays the bills all while I am just trying to get to the magic number that happens to be 500 hours less than a lot of other guys ? I know I wouldn't.
So that leaves me with CFI on my time and time building in my plane on my schedule. I know I am going to have shine a bit more in the interview and really push myself hard through training. I am ok with that. The whole point of my question was to see when I should start putting in applications to make sure I am not pushing to get my hours done and then sit for 4 months waiting for a class date.
I get the frustration with the guys that have been around for a while. I know it wasn't uncommon for someone to have 5000tt with 3000 PIC jet before the regionals would even look at them, and here I am coming with 1000 hours in a single engine piston trying for the same spot. It doesn't seem right, but thats the climate of today's market so I am taking advantage of the timing.
02-10-2019, 12:11 PM
#23
Gets Weekends Off
Thread Starter
Joined APC: Jul 2017
Posts: 285
Originally Posted by DarkSideMoon
No one was calling you specifically a liar, but people are going to be skeptical of anyone with 1000 hours of time and no aviation employment.
I could see how it would look in the interview as well and why it would be subject to skepticism. I can certainly explain it. I am sure there will be plenty of others in my position with no employment other than CFI at a flight school.
02-10-2019, 01:12 PM
#24
Gets Weekends Off
Thread Starter
Joined APC: Jul 2017
Posts: 285
Originally Posted by Excargodog
If you are going to use your own ac for instruction BE SURE THE INSURANCE COMPANY KNOWS and no doubt will charge you accordingly. Being financially able to afford your own aircraft simply puts a bigger liability target on your back should one of your students do something...untoward.
02-10-2019, 07:52 PM
#25
Gets Weekends Off
Joined APC: Aug 2018
Position: Line holder
Posts: 513
Originally Posted by VegasChris
... I finished my PPL, everything past that, while enjoyable has been a means to an end.
Chris, if it’s fun and you’d be doing it anyway, it’s not really work, is it?
Get experience, try to (safely) expand your limits, and practice disciplined and conservative decision-making.
Take advantage of the sellers’ market and ignore the “l got tortured so you must too” people. When you get an offer, enjoy it. Any of us would do the same thing, or did.
02-10-2019, 07:56 PM
#26
Gets Weekends Off
Joined APC: May 2015
Posts: 227
Originally Posted by VegasChris
(Skywest does not mention multi time at all on the 1000 hour R-ATP requirement)
02-10-2019, 08:03 PM
#27
Gets Weekends Off
Joined APC: Nov 2016
Posts: 880
Do what works for you Vegas Chris. I guarantee all these guys saying to “get experience” had the same set up as you when they got hired at the regionals. Most people get this “experience” at the regional level. Sink or swim, pass or get fired, it’s all the same. Enjoy the journey.
02-17-2019, 11:43 PM
#28
In a land of unicorns
Joined APC: Apr 2014
Position: Whale FO
Posts: 6,454
Originally Posted by word302
Really? You have first-hand knowledge of everyone getting hired at Envoy? I highly doubt they can afford to be any more selective than anyone else. Also, it's a silly assumption that someone who has a plane is somehow less prepared for airline training than anyone else.
I've seen qualified guys get rejected because their employment was turbine VFR only.
02-18-2019, 07:58 AM
#29
Movin’ on up
Joined APC: Aug 2016
Posts: 58
I’m really glad I got my CFI certificate. I was planning on getting my own plane and flying a lot of the hours, but we had a financial upset in my family, so that was no longer an option. The CFI time was pretty excessive in my opinion. Got my commercial at 250 and I needed to get to 1500. After the first 500 hours of flight instructing, my rate of learning really went down. Everyday I can learn something new, however, most of the time it’s the same old grind.
I would suggest you definitely get your CFI certificate and instruct for a few months. The repetition of having to explain things really helps. Also, you can learn a lot by watching someone else fly.
Really prepare for your airline interview. I was not expecting such in-depth questions. I wish I would have studied beforehand, but being a CFI for so long, I felt I had a good understanding of most concepts. However, Sheppard Air might have helped with some of the 121 stuff they throw in there. Be humble and present yourself as someone willing to learn and you should be fine.
I would suggest you definitely get your CFI certificate and instruct for a few months. The repetition of having to explain things really helps. Also, you can learn a lot by watching someone else fly.
Really prepare for your airline interview. I was not expecting such in-depth questions. I wish I would have studied beforehand, but being a CFI for so long, I felt I had a good understanding of most concepts. However, Sheppard Air might have helped with some of the 121 stuff they throw in there. Be humble and present yourself as someone willing to learn and you should be fine.
02-19-2019, 06:50 PM
#30
Gets Weekends Off
Joined APC: Dec 2016
Posts: 180
If you want to learn something well, teach it. I do recommend getting on with a flight school part time where they can set you up with some students that want to fly on the days you are available.
Whether you choose to or not though, someone will pick you up and give you a shot.
What I’d really recommend is that you get your CFI-I and teach instrument, since that’s what the interview and training (and the job) will be mostly based on.
A lot of guys getting hired now are pretty low time CFIs and most do fine. In the end, management wants a butt in the seat that’s legal and will work cheap...otherwise they wouldn’t have been paying $18,000/year a few years ago. Generally, most will give you a chance in training so long as you don’t have any big skeletons in your closet.
That said, I’m not sure they’d hire a guy with 250 hours under the condition that he gets 3/4 of his aviation experience necessary after the CJO. You’ll probably have to wait until you are within a few hundred hours of being qualified.
Whether you choose to or not though, someone will pick you up and give you a shot.
What I’d really recommend is that you get your CFI-I and teach instrument, since that’s what the interview and training (and the job) will be mostly based on.
A lot of guys getting hired now are pretty low time CFIs and most do fine. In the end, management wants a butt in the seat that’s legal and will work cheap...otherwise they wouldn’t have been paying $18,000/year a few years ago. Generally, most will give you a chance in training so long as you don’t have any big skeletons in your closet.
That said, I’m not sure they’d hire a guy with 250 hours under the condition that he gets 3/4 of his aviation experience necessary after the CJO. You’ll probably have to wait until you are within a few hundred hours of being qualified.
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