How long would it take to get to the Majors?

C

chuck91

New Member
Here is a general question for all. I have just turned 37 and on the final leg of getting my PPL(should finish up in Jan.) If I was to go to ATP and do the CFI route and by some way get a Reg. job by Dec. of 2005, how long would it take for me to then get to the Majors? I do have a college degree, did time in the military as an officer and I do have a very good work history. With those factors in mind, throw out some possibe times to the majors.

Thanks.
smile.gif
 
[ QUOTE ]
If I was to go to ATP and do the CFI route and by some way get a Reg. job by Dec. of 2005

[/ QUOTE ]

That's not a realistic timetable. Is that what ATP is telling people nowadays?

5-10 years if...the economy doesn't buckle, terrorism is kept in check, no more majors go under and current hiring pools dry up. Oh, one more thing...lady luck has to be on your side.

Don't believe the glossy brochures and pamphlets by these fast track get rich quick outfits. They're not worth the paper their written on. The road is long and hard and takes a lot of luck and desire. Many have quit along the way. There are no guarantees even if you eat your greens, take your vitamins and keep your nose clean while building time.

Sorry about the negative post. I just a little tired of all these sugar coated schools that promise the world to the unsuspecting dreamer. They're like used car salesman!
banghead.gif
 
I'd add a year to the regional job estimate. Then, after five years at the regional, you should have 1000 PIC turbine, which has sort of been an unofficial benchmark to move up from the regionals.

Remember, too, that some of the regionals are majors. Some of the regionals have pay scales that are nearing six figures, too.

The coveted "major" jobs are few and far between these days. Hopefully, things will turn around for the bigger airlines and more really good jobs will open up. But competition for the best jobs will be fierce.

The "regionals" have been growing leaps and bounds with their lower costs. I think this takes some flying away from the legacy carriers (what most consider the best jobs). So...as nice as it is to see hiring and fast movement at the regionals, I think some will be stuck in those jobs for very long time. It will be up to the regional pilots to keep improving their contracts to make those career jobs.

To sit here and tell you can make it to the majors, especially in this day and age, would be like some of these big academies advertising schemes. Some will make it to the majors, and some won't. There is a lot of luck involved and things outside your control that can get in your way.

Will you make it? All you can do is give it your best shot. Prepare yourself as best as possible and keep your fingers crossed. Network like crazy.

Lastly, I'd like to say that if you're gonna persue this career, you'd better do it because you LOVE flying. That way, if you don't make the major leagues and the big bucks, you'll still be happy doing something you enjoy.
 
[ QUOTE ]
That's not a realistic timetable. Is that what ATP is telling people nowadays?

[/ QUOTE ]

Well, if hiring keeps up at places like XJT and SkyWest, depending on the amount of hours, and if he was hired as a CFI at ATP, I'd say Dec 2005 wouldn't be that far off for a regional job. I'd say at at MINIMUM 3-5 years at the regional to upgrade to captain, then maybe another 3 or more to get the PIC time for the big boys and be competitive. Then again, the majors have to be hiring to move up from anywhere.....
 
You had better think about instructing a year or so before the regionals ... and while it's rewarding (from a "spiritual"/moral/gratification standpoint) it's grueling, hard and damn-near spirit breaking work. If you're not up to it it will break you.
cool.gif


Other than that instructing is GREAT! (seriously)
nana2.gif


If you haven't instructed ... I can almost guarantee you know squat about flying.
cool.gif
 
[ QUOTE ]
If you haven't instructed ... I can almost guarantee you know squat about flying.
cool.gif


[/ QUOTE ]

This is true! I learned today that a 172 can land safely with a400 FPM decent rate, in a stall, at 30 knots, and full cross-controls and full power, 3 feet from the grass!!!

This guy's almost ready for solo!!!!
grin.gif
 
I second, er, third what 602 and MTSU said: instruction seems to be best way to REALLY get to know this stuff. I can't imagine not instructing now. Unfortunately part of the instructor gig is putting in insane hours, making squat and like 602 said, nearly being broken. A right of passage if you will, but well worth it.

I was talking my dad tonight. He knows zero about what I do. I made the analogy that CFIing is like going to medical school (ok, that is a simile). All the Captains of the heavy metal I have talked to can't answer some of the most redimentary questions, but they know their stuff. Doctors won't be able to tell you all aspects of medicine, but they know their stuff.

You need to have an extensive base of knowledge to be safe in this world. You can really only get that from actual experience.
 
You can do anything you set your mind to. Like others said, luck has a lot to do with it.

Myself, I started flying in January of 2001, had my commercial by Jan 2003, and was hired in March of 2004. Keep in mind, I went full blast, and was VERY lucky.

I think Matt Szluska(?) also was hired at like 350TT but it helps to know the president of the airline.
rawk.gif


And the hiring captain who's doing the hiring!
nana2.gif
 
[ QUOTE ]
All the Captains of the heavy metal I have talked to can't answer some of the most redimentary questions, but they know their stuff.

[/ QUOTE ]

Your right. We know what we need to know to get that "heavy" from point A to B. A lot of the minutia tends to get lost along the way over the years.

I may not be able to spit out all the rules and regulations involved with learning to drive a car anymore but I suspect I'm a better driver than someone just learning who can regurgitate the entire driver's Ed manual only to freak out when merging onto highway traffic.

That's kind of what I see around here sometimes. "Book knowledge" versus "real world experience knowledge" and the "need-to-know" versus "nice-to-know". It's good to learn everything you can through books and conversations with others when you just start out but experience shapes those thoughts into practical applications.
 
To me the majors is a good goal - but don't expect a 757 to fly any different then these RJs you see around. Yes there are perks to the majors, but the flying is exactly the same - you pull up houses get small, push down houses get bigger.
 
i've been around, just haven't posted much. i'm instructing up in Buffalo and things are going pretty well for me here. not airline bound yet or anything, but the company i work for has a sweet charter set up...just have to wait for an opening
 
[ QUOTE ]
All the Captains of the heavy metal I have talked to can't answer some of the most redimentary questions,

[/ QUOTE ]

Yeah, but I'm hell on the greenimentary ones.
 
[ QUOTE ]
This is true! I learned today that a 172 can land safely with a400 FPM decent rate, in a stall, at 30 knots, and full cross-controls and full power, 3 feet from the grass!!!

[/ QUOTE ]

Yeh, right. Next you're going to try to tell us this was all on the same landing. Actually I think I've seen this guy's routine, but it was in a clipped wing club.
 
You must log in or register to reply here.
Back
Top