I know of only one hired at DAL in 2007 with no 121 time and mostly all PIC King Air time. But it was also as a missionary pilot in the third world. My guess is this is very rare without something else making it unique. I know of another Part 91 pilot hired at DAL in my class but he was also a Marine pilot before that.
Also, watch the logging of PIC time on Part 91 aircraft. Log what you want, but before you tell an airline you have X amount of PIC time make sure the numbers you're giving them are when you really really were the guy that would get in trouble if something happened to that plane.
Unless they did more than one... I know him too... very good guy.
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Fly The Contract & Nothing More
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.
It doesn't compare.... you will not be updrading in "a few years" at a regional... it will be more like 7-12 depending on where your at.
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Fly The Contract & Nothing More
I'm with Sniper. If you were driving around in an RJ that is more in line with major airline flying and you have a leg up.
I have seen folks go from single pilot T-props to TWA(AA), UPS, FedEx, Untied, NWA and Alaska. A majority of the guys I saw went to SWA because of their ability to get in when 100 and a 1/4 sent everyone else scramblin (freight guys think mins are for everyone else...SWA likes that).
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?
Don't know about SW but, sitting in the right seat of an RJ without much prior experience in my view means very little. Some of the best pilots I have flown with have single pilot turbo prop background. PIC over SIC, multi over single.
I was asked by a Beech 18 operator a few years ago if I knew any Beech pilots , I thought about it a second and said yes but they where all flying 757,767 and 747's.
As to the comment made on freight pilots or SW busting MINs to get in, never seen anyone do it in thirty years of freight flying and wouldn't fly with them if I had. We do get very good at flying tight approaches and making it legally and safely on the ground. Which leads to , never violate the regs to "help" an employer it may end your career and possibly your life.
Good luck
Correct me if I'm wrong but the real issue is PIC experience under part 121 or at the very least multicrew part 135. While it may not be explicitly stated in a companies respective mins, I imagine it would be a tough sell to the interview panel to start your multicrew/CRM experience at the top. That being said I doubt anyone would argue against having a single pilot frieght dog sitting next to them.
In my class at US, 4 of the 12 guys were either B1900 or Dash captains. Also, I know plenty of Lakes guys (either B1900 or E120) at Frontier, Southwest, Airtran, Spirit, Midwest, Alaska, US, and Delta who all were hired straight out of a turboprop.
I doubt any mainline captain would want to sit next to a FO who wasn't a captain in a multi-crew situation before. That's why this multi-crew license scares me to death.
Nowadays, when hiring does resume, I don't think t'prop time will be worth jacksquat, unless they run out of guys with jet time. I just dont see that happening.
correct, I agree....my advice, leave your confortable king Air, Avanti or PC 12 corporate gig and go to a regional when hiring resumes (if you want to go to a major).. you'd be giving up QOL and money, but that jet time could make all the difference in the world.
i'm not saying I agree with this, but that's the way it is
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