to MEII or not

[Skaz]

http://pilotmentornetwork.infopop.cc/infopop/blank.gifInfo from established career pilots in corporate/ fractional or airline positions would be greatly appreciated.

My situation is thus:

I have 3000TT, 1200ME, 770Turbine, 590 Night, 402 IFR, FAA ATP AMEL & 1st Class Medical & unemployed right now.

My applications to employers, be they regional airlines, corporate and/or other, have not met with any success.

Now, I am planning to attend a MEII course as well as FMS certification, with a large school in FL in the hopes that these additional qualifications will make me more attractive to prospective employers.

BUT, some people have told me I'm wasting my time and money in wanting to do this.

Now what? Any constructive advice would be greatly appreciated.

 

[citabriapilot]

I'm almost in the same boat as you, although not quite. I'm at 1,400 total and 200 multi. I am a CFI, but don't have my CFII or MEI. I'm assuming you are talking about going to ATP to get the multi/instrument instructor add on and do their FMS cert. Granted, its a good deal to get the ticket punched, but what does it prove if you don't plan to teach?

You have the flight experience that shows you can fly a multiengine airplane, so why do you need the instructor rating? I've contemplated getting mine, just to have it as a back up, but I wouldn't go get it thinking it would get me a job. If you compare apples to apples...you would have an MEI with no dual multi given. Compare that to a CFI w/an MEI and 300 hours of INSTRUCTION given in a twin. What does your MEI prove unless you use it?

Just my $.02. I would say, if you are going to USE it, then get it, but I don't think its going to help you significantly in the job market. There are lots out there who are getting hired without it.

 

[Rick1128]

There are a great number of unemployed pilots with better stats than yours. However, many will not be picked up by some operators based on the background. Furloughed airline guys will be avoided by high end charter operators and corporate operators due to the cost of qualifying them and the high potential of them leaving. Check your resume, one item to check is career goals. Try to make them as generic as you can. Next item for me would be your flight time break down. Try to be as complete as possible. Too little information leads people to believe you may be hiding something.

Previous employment section try to give as much detail as possible. Company name, location (city,state) position and aircraft (it is important to list at least the major aircraft you flew) and dates.

I do see one item in your post that is a red flag, check your instrument time. It seems a little high.

As for the MEI or FMS courses, they are a waste of time in your case. A low time pilot needing to build multi time, would benefit from the MEI, but it would be a little benefit to you. The FMS course is a BS course. Each brand of unit is different and they tend to teach that in aircraft ground schools.

Do more networking and indicate that your willingness to relocate. And keep looking and don't give up. I once was out of work for 6 months. It is hard work to find another job. It is truly easier to find a new job when you have one.

 

[Tina Fey's Scar]

NOT.

I have my MEI - I have 6 hours of dual given in twins. It was good experience, but not worth the money.

FMS certification??? Are you kidding? Is this MAPD you're talking about?
Anything you need to know about FMS is taught in ground school.

Save your money.

 

[Skaz]

thanks a lo for the info guys.

Rick1128 why do you say that? All my hours logged has been according to the company (employed by at the time) SOP and legal requirements.
What you dont know of course is it wasnt done here. I'm South African and flew in southern africa all my career long. We did international freight runs between 3 countried and initially did 8 hours a night on IFR flightplans in IMC. This came down later as we used B190's and only flew about 6 hours a night, but all IFR and usually with approached thrown in at the end of it. i.e it includes enroute and approach segments.

yeha, I was planning on going to ATP's.

Should I rather save the bucks for a type rating I might need?

 

[citabriapilot]

If you have 402 hours of instrument and you have logged it legally, then you should have nothing to worry about. Some people have more time in some areas then others.

I don't know that I'd spend money for a type rating unless it was a B737 rating and you applied to SWA. I think most people would agree that a decent corporate flight dept. will pay for your type rating should you get onboard and a type rating is required for the operation.

Good luck.

 

[Rick1128]

Skaz, If you logged it in accordance with the regulations you flew under you should have too many problems as long as you can document it. Generally here in the states the average instrument time is 10% of total time. And that depends on where you fly and the type of flying you do. Night freight in the Northeast will be higher and CFI's in Arizona will be much lower. In the past when I did hiring, numbers outside the norm rated at least an additional look and check. If they were way outside the norm the resume was usually ignored. I do know for a fact that this is usual practice for many operators and it is basd on past experience.

And by the way I fly extensive internation and have flown in southern Africa. Surprisingly, times workout much the same worldwide. Also you didn't mention your citizenship status. Presently here in the states it is a major issue. For aircraft over 12.5 just holding a green card isn't enough. There are now required background checks. These can take over a month to complete. Many companies at present are taking the easy way out to deal with the requirement. Sorry to say that, but that is life in the big city. Plus the changes in the visa regulations and laws I foresee that the US will become more inline with Europe in regards to hiring non-citizens.

 

[Skaz]

rick1128 thanks for the info sir, but methinks you misunderstood what I meant with the not flown here bit. Nevertheless, hours flown were logged in accordance the letter of the law. I shall be expecting queries re that in any future job interviews though, thanks for the pointer.

It is a pity though what you say about the new legal situation. I got turned down outright by two companies now due that very same fact. If I had indeed been a US citizen, and held a US passport, I would have been employed by one of the two.

 

[apdsm]

Another opinion:

I would not spend the money on an MEI unless you plan on using to gain more ME time via ME instruction. It's all about flight time and experience. An MEI would only matter to someone wanting to hire you as an instructor.

 

[Skaz]

thanks for the advice, looks like most people figure its a waste if you do not intend using the rating for ME time building.


Hypothetically speaking then, what would you do with the money earmarked for such training. Save it for a type rating you might need later, do a rotary CPL to get dual rated...?

 

[Flechas]

Invest, try to find a job, that's what I would do with some extra money.
Good luck!

 

[apdsm]

Save it. Don't buy ratings you do not need at the moment. A rating on a certificate with no experience in that aircraft will not get you a job. I would save it for now, keep hitting the pavement for a job, and keep building your flight time!