Military/ Civilian Time from PSA CRJ-700 Thread
- Thread starter ppragman
- Start date
Unlike the other services, it’s not uncommon for Army Aviator commissioned officers to be fairly low time, as the Army doesn’t prioritize flying for its commissioned officer aviators, especially as they rise in rank. For Officers, their job is to lead and manage, not be frontline pilots. To the Army, flying as a primary duty is what Warrant Officer aviators are for. Most likely the CW2 pilot as PIC and giving the checkride. Now, whether any of this is a causal factor is yet to be seen. But this particular Army unit at KDAA, their whole job is to fly VIPs around in their glossy Hawks all around this corridor system in the DCA area. They do the same job for the Army that the 1st Helicopter Sq at KADW does for the USAF with their glossy blue/white UH-1N Hueys. These crews are fully familiar with the area, the routes, as they fly them daily. The CVR from the VH-60 should give a good idea of what was going on in the cockpit.
Sure. What do you want to know?
That’s quite a bit in military aviation.
Or, conversely, when the fighter pilots start applying for the airlines.
Wardogg
Meat Popsicle
Even in long range cargo aircraft in the military 1000 hours was usually the bench mark for the next phase. IE instructor or evaluator, WTI, etc etc. That’s why it blew my mind that CFI was the first pilot job you got as a civilian. Whereas it’s at least mid career or last job you get in the military.
Murdoughnut
Well sized member
As it should be.
Inverted
mmmmmm wine
Those are actually pretty good times.
In the Hornet community, you wore a patch when you hit 1,000 and 2,000 hours respectively and a 2,000-hour patch was typically on a CO of the squadron. I am not intimately familiar with Army Helo flying but 500 hours in the military world is typically a pretty seasoned squadron pilot and at 1,000 hours you are a multi-tour old dog IP lol.
tlove482
Well-Known Member
What makes military time so much more valuable than civilian time?
Boris Badenov
Fortis Leader
Metics, me ole friend! In all seriousness, though, those guys spend five hours planning every second of every hour of actual flying. If you're like me, and I'll bet you are, your flight-planning for 90% of your career involved punching up aviationweather.com (or whatever we called it back then), filing "last planned route" on fltplan.com, and blasting off. I'm not suggesting that milbros don't get preference in hiring, they pretty obviously do. But it's not like that preference is for *no* reason. We are *all* pretty, girls!
DE727UPS
Well-Known Member
I used to have a bias against military pilots like 30 years ago. I thought I paid my dues going from part 61 to Riddle to Grand Canyon tours to fish spotting to 135 light twins to 121 Convairs to UPS. Then I actually met some military guys. They had a different path but they spent time sleeping in a tent in the desert not knowing when they would get to go home and getting shot at pretty regular. Certainly, the selection process to go the military route is much higher. Must admit that. I would say they were often more disciplined and regimented. I'll never forget the time I was taxiing out in KLGB in a 76 and had a generator drop off line. I reached up to cycle the switch and the F/O (USAF academy) literally screamed "NOOO...." Kinda scared me. He said we gotta run the checklist. Okay. Checklist said to cycle the switch (which I knew). Generator came back on and all was well. But I've always admired the discipline to follow procedure no matter what. The book said I could do a reference checklist from memory, which I was doing, but the discipline instilled in him to stop the Capt from doing something he thought was wrong impresses me to this day. Both routes have their advantages. I just don't discount the 1000 hour C17 guy cause he's got 1000 hours. Those 1000 hours were to a higher standard of flying and a high standard of selection to get there. In the end, we both got hired at a 121 major. Went through company training. All meet the standard at that point and you have to move on from there.
///AMG
Well-Known Member
If we are talking fighter background folks, just so everyone else also understands, that is an entire career of being the PIC almost 100% of the time. Probably multi-engine PIC to boot, depending on where you came from. We also log time from takeoff to landing, in contrast to civilian logging. Those are just a couple of a whole lot of differences. A high hour person after 20 years in a fighter is probably around 3000 hrs these days. Most are closer to 2000-2500. Other than combat, you are logging maybe 1.0-1.5's at a time.
///AMG
Well-Known Member
Totally don't disagree with this. I'll say there have been a few instances of hearing that so-and-so I used to know was hired at XYZ, and thinking, "man if they hired him, they'll hire anyone!"
Let me clarify a little, I’m unaware of the dynamics behind any preference, but every airline likes “known quantity” candidates.
You can’t buy your way through UPT but you can certainly “buy” your way through civilian flight training and “buy” a job.
Roger Roger
Bottom of the list
An Alaska 135 grunt is also likely PIC 100% of the time and might fly that much in 2-3 years. Although anymore not a lot of multi flying unfortunately. 1500 hours between both pilots still isn’t that much.
NovemberEcho
Dergs favorite member
And half of that is RTB emergency fuel
///AMG
Well-Known Member
Agreed, back on topic of course.
jhugz
Well-Known Member
This isn’t true, you just got to ask our resident hiring expert. God forbid if he had any training hiccups in his 20 year career.
This isn’t true, you just got to ask our resident hiring expert. God forbid if he had any training hiccups in his 20 year career.
Oh god, that guy. I think he had an extra cup of Taster’s Choice today because he was a brushfire of UberStoopit all afternoon.