I was in the same DL class as Up ('08) - I had about 6500 total. but not one second of t-jet time. My time was mostly in DHC-8's. A good friend who also had no jet time was hired by SW in '07. We both had check airman experience and 737 types, so that may have helped.
I used to argue the same thing about round engine time,to no effect. Now that I burn kerosene for a living , I can see where its just easier for the hiring departments to require experience commensurate with the job offered. But airmanship ?, the TP boys and girls, and the piston crews duking it out with the WX have my total respect. Jets make life easy ! Godspeed !
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Green grass,blue skies,retro jets and tailwheels forever
I know at FE the requirement is 1500 ttl, 1000 MULTI-TURBINE PIC...or jet or a combination thereof. If it's changed and someone else knows better correct me, but this has been the requirement for like 12 yrs or so... I don't think the size AC really matters, as long as it's either multi-turbine pic/ jet pic. I know many guys here who only flew TP and not even large TP's (myself included). I always tell guys asking me which would be better "jet right seat time or left seat multi TP time?" Go for the left seat multi TP time!...good luck
Z
Last edited by jzuniga : 07-03-2009 at 09:57 AM.
Reason: added info
The answer to this question is not simply turboprop vs. turbojet...
What type of flying is involved? I have seen plenty of 121 t-prop people get hired at majors, as well as military folks. Part 135 and part 91 are less valuable. There are plenty of folks at amflight who aren't getting hired by majors, they keep turning up at my regional.
What type of turboprop? Larger is probably better. Newer (glass) is probably good too. Some military guys have only flown t-props (P3, C-130, etc)...those guys have no problems getting hired as a rule.
If all other things were exactly equal with two applicants, they would probably pick the turbojet driver simply because he is a lower training risk, since he has already completed training in a similar airplane.
Assume that caravan time will NOT work...it has about the same value as CE-172 time. I know, none of the majors specify ME turbine time...but that is only because F-16s and AV8Bs are single-engine turbine. Caravan flying has no track record of leading to the majors.
[quote=V1Rotate;638850]I've been looking at some of these single pilot, cargo operations, such as Mountain Air, and wondering if they can get me the hours I need to get on with the Majors.
SW calls for 1000 turbine PIC, but does Caravan or King Air time count?
Plenty of "Lakers" at WN and all they've ever flown is the "Heavy" King Air..
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Grab your sack.......It's on!!!!!!
From pilot.fedex.com:
1500 hours total fixed-wing time as pilot-in-command (PIC) or second-in-command in multi-engine turbo-prop A/C or jet A/C or combination thereof, including a minimum of 1000 hours total fixed-wing pilot-in-command in multi-engine turbo prop A/C or jet A/C or combination thereof.
Note: PIC for this purpose is defined as Captain/Aircraft Commander of record, not simply the sole manipulator of the controls.
Note: FedEx considers only pilot time in fixed wing aircraft toward minimum qualifications. This does not include simulator, helicopter, flight engineer, bombardier, navigator, RIO, EWO, WSO, NFO, or Special Crew.
So multi turbine (prop ok), multi jet, or single jet...
I realize it's very dependent on the airline you're applying for, but how does single pilot in a 1900 or a Metro or even a B99 compare to sitting right seat at a regional for a few years and then upgrading.
Does anyone think that not being able to get a job at the majors with 'only tprop/half tprop' time is a function of the major's current economic situation? In contrast, if there were no pilots available... would this experience be viable and relevant to be a pilot in the majors?
My opinion is that majors are just cherry picking, 'cause they can!
I would say get a job in the king or caravan, as any experience is better than not working at all! Good luck with your job search and with whatever decision you make.
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"Jump in the cockpit and start up the engines" (Harris)
I realize it's very dependent on the airline you're applying for, but how does single pilot in a 1900 or a Metro or even a B99 compare to sitting right seat at a regional for a few years and then upgrading.
Single pilot in a 1900, Metro, or B99 is better than right seat @ a regional, but not as good as left seat. Generally, the closer your former flying is to the flying you're applying to, the better (excepting military guys, since many of their missions are unique).
The best kind of time to have - networking time. The more people you know, and the closer they are to the top, the better you chances. Like all jobs, it is not so much about what you know, it's who you know. The guy with 1000 hours of Caravan time and friends with the Chief Pilot will usually get the job before the 20,000 hour 747 Captain who doesn't have an in.
So, get some light twin T-Prop time and hang out anywhere you see guys with big watches, cheap beer, and free food and you'll do great!
I agree with Sniper. It is probably about 25% experience and 75% who you know. Networking... try hotels that offer free breakfast and a copy of the USA Today.
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