31 minutes ago, disgruntledemployee said:

The last thing the Bobs want in a first assignment airline gig with a type to teach em all on airline life. That's like putting the revolving door on quick spin mode.

Valid point

It’d probably only be airline like in type jet flown though, with as many pilots as they would have to cycle thru an FY, it would have to move a quick pace methinks.

3 months for type course plus added training. Academics, PTT / FTDs and Sims plus observation rides.

1 month allocated for 10 training flights, I’d keep it pretty simple and all local to knock it out. 1.0, launch to rendezvous nearby with another 320 to a precontact position, hold it for 3 minutes, depart & recover to base, 1 GA or discontinued app, land out of next approach. Swap seats with your training buddy as you’ve been riding jump (another reason this would need to be in the Bus). 3 flights in your syllabus would be as a simulated tanker.

2 months to get 6 trips accomplished. 4 day trips to bounce around the system. 2 student pilots allocated to a trip, team certified after 3 trips, IPs supervise from jump trips 4-6.

Edited Saturday at 10:33 PM4 days by Clark Griswold

The original KC-46 guys were getting 767 type ratings in Miami. The USAF put an end to that quickly.

32 minutes ago, Sua Sponte said:

The original KC-46 guys were getting 767 type ratings in Miami. The USAF put an end to that quickly.

I must be missing something.

If you have time in type and a Form-8, wouldn’t that automatically qualify you for the type from the FAA?

13 hours ago, disgruntledemployee said:

The last thing the Bobs want is a first assignment airline gig with a type to teach em all on airline life. That's like putting the revolving door on quick spin mode.

In a way, the AD is already doing that by sending first assignment guys to ANG squadrons. 😁

Edited Sunday at 10:21 AM4 days by SocialD

6 hours ago, BFM this said:

I must be missing something.

If you have time in type and a Form-8, wouldn’t that automatically qualify you for the type from the FAA?

Normally you’re correct. However, the KC-46 uses 787 glass in the cockpit and at the time I was in the -46 program (2020-2024), pilots were ineligible due to that reason. I don’t know if that changed back to giving them 767 type ratings since I left.

I wonder how much a type really helps you in landing an airline job. The airline is going to make you go through their entire training program regardless of having a type rating. So, it’s no cost savings to them. It does show you can make it through a training program, but that point is already proven by one’s military career (where training programs are a 1,000 times harder than anything the airlines do).

Doubtful if basic type ratings with no significant hours behind them mean a whole lot anymore. Remember those times long ago when Southwest demanded a 73 type rating and FedEx, etc. would slap you in a quick sim; therefore, many were getting a few hours in types to prepare - that’s gone to the wayside like the Dodo bird. Remember when 4 year degrees were a thing… Those delineator’s are long gone it would seem. My interview at Giant is waaaay different this past decade from almost 15 years ago and it still fluctuates depending upon who is driving the train or upsets that have occurred from within. Timing is everything especially for those who hit the front end of the hiring wave and ran up the seniority flag pole quite rapidly. It’s rather slow comparatively for now, but this is a cyclic industry no doubt.

Brabus is on point, your military flying career significantly outweighs anything the airlines or I do now regarding air/land only routines. Easiest gig ever when personal cost vs pay vs pressure analysis is weighed overall.

Edited Tuesday at 01:19 AM2 days by AirGuardianC141747

On 4/27/2026 at 8:14 PM, AirGuardianC141747 said:

Doubtful if basic type ratings with no significant hours behind them mean a whole lot anymore. Remember those times long ago when Southwest demanded a 73 type rating and FedEx, etc. would slap you in a quick sim; therefore, many were getting a few hours in types to prepare - that’s gone to the wayside like the Dodo bird. Remember when 4 year degrees were a thing… Those delineator’s are long gone it would seem. My interview at Giant is waaaay different this past decade from almost 15 years ago and it still fluctuates depending upon who is driving the train or upsets that have occurred from within. Timing is everything especially for those who hit the front end of the hiring wave and ran up the seniority flag pole quite rapidly. It’s rather slow comparatively for now, but this is a cyclic industry no doubt.

Brabus is on point, your military flying career significantly outweighs anything the airlines or I do now regarding air/land only routines. Easiest gig ever when personal cost vs pay vs pressure analysis is weighed overall.

Naw, my comment is more regarding that doing airline like flying, getting airline like hours, accelerates the path to punch at first opportunity.

20 hours ago, disgruntledemployee said:

Naw, my comment is more regarding that doing airline like flying, getting airline like hours, accelerates the path to punch at first opportunity.

Maybe I’m not following. Many guys punch direct to airlines from mil at first opportunity. If one is mil, they are sought after by the airlines. Everyone knows a guy who hasn’t been called, but for the most part, coming out of the mil is a big feather in the cap.

On 4/26/2026 at 12:37 AM, BFM this said:

I must be missing something.

If you have time in type and a Form-8, wouldn’t that automatically qualify you for the type from the FAA?

You still need to perform the type check with an FAA DPE to get the type rating.

I had to spend an extra day in the sim after my AF checkride to finish the FAA portion to get my 737 type (steep turns, etc that isn't part of the AF syllabus).

Pretty sure though, if your MWS has a civilian type equivalent then those hours still count even though you can't legally fly the airplane outside of the AF (ie: C-40 to 737, C-32 to 757, etc).