Type of M.E. Time
11-25-2014, 01:56 PM
#1
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Position: King Air 90; Pilot
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Type of M.E. Time
This is my first thread, so I hope I am in the correct Forum. My question is: What type of M.E. time does Corporate and Part 135 operators like to see in your logbook? I know that the regional airlines do not care if its Seminole, Duchess, DA-42, etc., but does Corporate and Part 135 value High Performance Multi more?
11-25-2014, 04:47 PM
#3
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Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,190
It's all about supply and demand. But generally turbine is better, glass/turbofan is best.
But as long as you have a minimal amount of piston ME time (say 200-300), you could probably get your glass turbine time in an ASEL turboprop. 135/91 would be more flexible on this than major airlines...ASEL TPIC really won't work for the majors unless it carried weapons.
But as long as you have a minimal amount of piston ME time (say 200-300), you could probably get your glass turbine time in an ASEL turboprop. 135/91 would be more flexible on this than major airlines...ASEL TPIC really won't work for the majors unless it carried weapons.
11-25-2014, 05:26 PM
#4
Disinterested Third Party
Joined APC: Jun 2012
Posts: 5,998
Depends where you apply. I have four engine piston experience and type ratings. I've applied to some places that lump it in the same as a Cessna 150; all piston.
Turbojet experience is ideal if you're applying for a turbojet position, particularly if you're seeking a PIC job and not a copilot position. Some places want specific experience with the avionics, FMS, etc. It's very common for employers to want recent experience in type.
You can chase specific flight time all day long and I've known some that did; went out and paid for this type rating or that, in the hopes it would get them in the door. Type rating in hand, job openings came up wanting 250, 500, or 1000 hours in type. The rating was nearly useless. Some took a job, got a little flight time (doesn't build fast at some operations), then found they still weren't marketable because they didn't have what the next company wanted. They had their type rating, had a few hundred hours, but the next employer wanted more. It's always the rating you don't have, the hours you don't have, yada, yada, yada.
If you've got a good job that's getting good experience and you're comfortable, gain whatever flight time and experience you can, and always be looking (and applying). Far better to turn down a job you don't need, than find yourself out of work (furlough, department closure, downsizing, mergers, bankruptcy, flavor of the day, etc) and have no prospects.
I've known a number of individuals who had no pilot in command experience; they jumped at the big brass ring at a regional, gained plenty of SIC time, but couldn't get hired elsewhere or progress until they had the requisite PIC experience. I knew flight engineers in the same boat, who had the basic certification, wanted to upgrade, but needed more experience.
PIC multi experience is most valuable to you in terms of hours, and for a given job, that experience in type. It's very employer and aircraft and situation-dependent, however. What one employer requires, another may not.
Be careful of too many jobs or too frequent a move, or moves that are seen as lateral without a good explanation. Some employers like a broad, well rounded background, others do not.
It's worth doing the research on your target market, and on the specific employer you're chasing, too. Know what they want, and who they are. If you're looking to progress in the IFR white collar environment in aviation, generally seek turbine multi PIC, turbojet if you can get it. Flying in the system with passengers may be more valuable to you if you're looking to a corporate department or airline, t than flying skydivers, but remember the basic rule; any flying is better than no flying, and currency counts for a lot, both flight currency, and instrument currency. You may find that the job you want has an aircraft with a garret turboprop, but you've been flying Pratt...and that's the experience you lack. You never know. Gain what you can, wherever and whenever you can, and apply. See what you get. If you don't get, apply somewhere else.
Turbojet experience is ideal if you're applying for a turbojet position, particularly if you're seeking a PIC job and not a copilot position. Some places want specific experience with the avionics, FMS, etc. It's very common for employers to want recent experience in type.
You can chase specific flight time all day long and I've known some that did; went out and paid for this type rating or that, in the hopes it would get them in the door. Type rating in hand, job openings came up wanting 250, 500, or 1000 hours in type. The rating was nearly useless. Some took a job, got a little flight time (doesn't build fast at some operations), then found they still weren't marketable because they didn't have what the next company wanted. They had their type rating, had a few hundred hours, but the next employer wanted more. It's always the rating you don't have, the hours you don't have, yada, yada, yada.
If you've got a good job that's getting good experience and you're comfortable, gain whatever flight time and experience you can, and always be looking (and applying). Far better to turn down a job you don't need, than find yourself out of work (furlough, department closure, downsizing, mergers, bankruptcy, flavor of the day, etc) and have no prospects.
I've known a number of individuals who had no pilot in command experience; they jumped at the big brass ring at a regional, gained plenty of SIC time, but couldn't get hired elsewhere or progress until they had the requisite PIC experience. I knew flight engineers in the same boat, who had the basic certification, wanted to upgrade, but needed more experience.
PIC multi experience is most valuable to you in terms of hours, and for a given job, that experience in type. It's very employer and aircraft and situation-dependent, however. What one employer requires, another may not.
Be careful of too many jobs or too frequent a move, or moves that are seen as lateral without a good explanation. Some employers like a broad, well rounded background, others do not.
It's worth doing the research on your target market, and on the specific employer you're chasing, too. Know what they want, and who they are. If you're looking to progress in the IFR white collar environment in aviation, generally seek turbine multi PIC, turbojet if you can get it. Flying in the system with passengers may be more valuable to you if you're looking to a corporate department or airline, t than flying skydivers, but remember the basic rule; any flying is better than no flying, and currency counts for a lot, both flight currency, and instrument currency. You may find that the job you want has an aircraft with a garret turboprop, but you've been flying Pratt...and that's the experience you lack. You never know. Gain what you can, wherever and whenever you can, and apply. See what you get. If you don't get, apply somewhere else.
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