Actually, Brian, I am rather proud of my military flying skills. I can do a lot of things very well that not many people get to do...fly formation, pull 8-9 Gs doing BFM, employ air to air weapons, etc. It takes years of practice and dedication to get good at those skills. The fact is, however, those skills may sharpen my confidence and airmanship, but they don't directly transfer to flying a 737 with a crew.
As far as "instrument flying skill" goes, the typical figher pilot develops a bit of distain for making a big deal out of instrument procedures, etc. In addition to being a death blossom in the air, you are expected to be able to safely operate your jet in any weather above your pilot cat minimums, typically 300-1. (In certain MAJCOMs, flying to published mins is acceptable at home base) I regularly flew an F15 to minimums (and that's "ok, DH, one potato, two...LIGHTS....") in Germany and Alaska. I did this single seat, without an autopilot, and with just enough gas to get to my alternate if the approach didn't work. EVERY FIGHTER PILOT out there is expected to be able to do that. He also has to do some serious IMC work...like running an intercept (IFR) on a tanker and rejoining to refuel IMC. We still are expected to hold, maintain altitude, and in general do eveything we do to ATP standards when we are transiting to and from our working airspace. Someone on the board asked about fighters primary doing VFR ops...simply not true. We are all weather types, and when we do fly IFR it is without many of the helpful avionics (GPS, autopilot, etc) that even some regional jets have as standard equipment.
So...what does a mil guy (especially a fighter pilot) have to learn in training? New systems, new terms, a new way of thinking. He has to learn to be an effective co-pilot...and how to back up another crew member when not flying. He has to learn the ins and outs of working in the ATC system at congested airports (and trusting them instead of just clearing his flight path with his trust APG-63 or 68 radar!) Like anyone else learning new skills, I"m sure a few military guys have looked like bozos during this transition. When I did my A-300 sim for my FedEx interview, I was working my butt off trying to roll out on headings, of all things. I also gooned up the holding entry (and I'm a CFII for heaven's sake...lets just write it off to nerves..) It was DIFFERENT, and therefore a challenge. (Note to guys doing sim prep...a Gulfstream sim flies like a fighter in roll...I'd go do a KC-135 or something else instead). I'm sure if I threw an A300 pilot into an F15 sim and said "go" he'd likely be a bucket of goo for a few minutes, too.
The whole point to the mil verses civilian threat is that many of my skills, while they make me an "uber pilot"
in my own eyes, don't really help me that much when I'm trying to learn a new airplane in systems class. The guys who have a greater familiarity with systems and 121 procedures are of course going to do well in the initial training. Also...if you are lazy and don't stay up on your skills and books, a checkride can bite anyone in the a$$, military or civilian alike.
A Fedex buddy who trained in August had a great insight. He's a former 141 guy, and he said at the start of training the class had their "Navy guys", the "F16 guys", the "heavy guys", and the "civilians". Halfway through 727 FE orals they were just a bunch of guys getting their butts kicked by the instructor staff. Most of the community cliquishness disappears about the time the FAA orals begin.
Military pilots get hired in greater numbers because they have been screened agressively and are a known product. Every hour flown and logged can be verified, and while there are strong and weak swimmers in every pool overall the majors are getting someone that has demonstrated he can succeed in a structured environment. Lets not forget airlines hire employees, not just pilots, so the fact most military guys generally have shown up to work on time, stayed off drugs, and have a "pro-authority" outlook (and yes I know there are exceptions) means they generally fit the airline mold. Do most regional guys fit the same profile...overall...proabably yes.
Networking is another major plus for military guys. We of course have a network of buddies and you can generally get some help form an old squadron supervisor or buddy when its time to throw in an app. My former operations officer and squadron commander both work at FedEx. They can not only vouch for my flying, but were able to inform the company about my attitude and work ethic as well. There is a lot more to networking than just "hey...can you put my buddy on the top of the stack". The "common bond" military aviators share also means we quickly relate to each other's experiences and often know each other through mutual buddies or by reputations. For instance, Eagleflip, Zulua320, and Rueterf16 and I never flew Eagles at the same base at the same time. However...our similar experiences and common bond are quick ice breakers when we are catching up and passing on information. I've been on enough WIC support missions and large force expecises to have met a whole bunch of F16 guys, and again...the bonds that you make in the military only help you network when the time comes.
My advice--stay on the boards. Email your contacts. Be nice to everyone. Keep a list of buddies you have flown with that have moved on to bigger and better things. Remember aviation is a small town, and don't take short cuts or do things that will get you a bad label--word gets around quickly about padding time, lying about accidents, poor work habits, etc.
Good luck and fly safe,
Albie
PS--I know I said I"d be off the boards for a while, but I got my yard projects done and I'm not off to training until next week. This "not working" gets boring quick.
