it seemed silly really. Thanks for the info!
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When do you transition?
- Thread starter BRM21o
- Start date
it seemed silly really. Thanks for the info!
You know more than you think... You need to brainstorm with those you do know! Trust me you know many, many more!
Just my opinion but yes! I have known several that have been hired as far out as a year.. Southwest does this for instance.. FEDEX and UPS tend to wait more towards availablity.. Plus you can always update your application.. So having it out there now shows a sustained interest in their company... Some places all the checks must be completed but most just let you keep updating as you reach those whickits (sp?)...
Currency would be a very big problem and perhaps sideline you from the game.. Supply and demand..
Lots of tough decisions; I still stand by my point that you can always fly in the guard/reserves to stay current and do something on the side to put food on the plate while you wait.. 'Codtanker' has been doing this and surviving pretty well.. Except he just bums of the guard entirely; nothing on the side...
how much time, as a not full time guy, can you get from the guard? How many hours/month max?
Sh!t before you know it Bell/Augusta will have the 609 rolled out and you can pick and choose where to go! If it ends up being a viable aircraft watch out - could be a fun career!
Still 3 unless of course Fred Smith is a family friend.. Plus REALLY need to have flown with 2 of the 3 recs. Except right now things are very slow.. Waiting on age 60, opening a domicile in Paris, Switching domicile from Subic to Guanzia (sp?) in China, plus running lean due to us overtime whores...
You could PM Codtanker and ask but I think he is doing about 35K a year for $$ and hours just depends on the unit... But I recommend the Guard/Reserves for currency not building time.. Build time on Active Duty then it's about hanging in the holding pattern while you cover the cash via Uncle Sam...
They just opened their app window... UPS MINS
BASIC QUALIFICATIONS:
* Hold a current FAA First Class Medical Certificate
* Hold a current ATP certificate OR hold an ATP written with a commercial pilot airplane multiengine land certificate with instrument certificate
* Hold a current flight engineer written or current flight engineer certificate
* Hold an FCC restricted radiotelephone operator permit
* Minimum of 1500 hours of total fixed-wing pilot time? (UPS will allow military candidates to add a plus (.3) per sortie factor to flight times)
* Minimum of 1000 hours pilot in command (PIC) hours in fixed-wing jet and/or fixed-wing multi-engine turboprop per FAR 1.1? (UPS will allow military candidates to add a plus (.3) per sortie factor to flight times)
* Minimum of 500 hours as either PIC or SIC in Transport Category aircraft
* International/Oceanic crossing experience as either PIC or SIC
BASIC QUALIFICATIONS:
* Hold a current FAA First Class Medical Certificate
* Hold a current ATP certificate OR hold an ATP written with a commercial pilot airplane multiengine land certificate with instrument certificate
* Hold a current flight engineer written or current flight engineer certificate
* Hold an FCC restricted radiotelephone operator permit
* Minimum of 1500 hours of total fixed-wing pilot time? (UPS will allow military candidates to add a plus (.3) per sortie factor to flight times)
* Minimum of 1000 hours pilot in command (PIC) hours in fixed-wing jet and/or fixed-wing multi-engine turboprop per FAR 1.1? (UPS will allow military candidates to add a plus (.3) per sortie factor to flight times)
* Minimum of 500 hours as either PIC or SIC in Transport Category aircraft
* International/Oceanic crossing experience as either PIC or SIC
Just to make sure I'm tracking here, this .3 per sortie factor means - .3 hours per sorty flown. So if you flew (to use a small number) 200 sorties, you'd get 60 additional hours? I could see how that could really help jet guys.
The 500hrs min for multi engine, would a P-3 fall under that as it's based on a transport aircraft?
Thanks for the help.
The .3 is a MILITARY conversion.. Cause we don't log block time (chock to chock) like the civilians.. We to take-off to land.
P-3 Transport.. Sure... I think that could be reasonably argued..
BTW: FEDEX is only .2 per sortie; Southwest is .3 per...
P-3 Transport.. Sure... I think that could be reasonably argued..
BTW: FEDEX is only .2 per sortie; Southwest is .3 per...
Now, I'm just curious (not even considering a career with comm air), but do you actually have to get airborne to log "chock to chocks".
Example: Comm air starts up, taxis, aborts for downing gripe, taxi/tow back, shut down. Do guys actually log that?
Example: Comm air starts up, taxis, aborts for downing gripe, taxi/tow back, shut down. Do guys actually log that?
Yes.. You log it... And since I get paid hourly(by the minute, I might add) then depending on the trip it just might equal more cash... 
Great thread. My two cents as I'm right in the middle of this process. If you do stay in, you may make yourself LESS competitive for an airline job. I recently spoke with a Southwest chief pilot who said as much, especially if you have been manning a desk the last few years (currency!). Definately something to consider, even more so as the number of our flying billets continue to shrink (on the MC F-18 side at least).