Originally Posted by
Pilatus801
I would like to get some experienced feedback on the 1,500 hour number. It seems to me that it is a significant barrier that has likely wiped out a lot of professional pilot dreams. I see CFIs struggling to log the time to get to the airlines.
Ridiculous.
When I began flying and as my career progressed, the notion of making it to a commuter or regional with much less than 2,500 hours was a pipe dream. EVERYBODY has to put in their dues. Later, along came the crop of 250 hour wonders who began to think it was perfectly natural to run to an airline with a wet-ink commercial certificate. It became a matter of entitlement. Today there are those who cry because it takes an extra year or so, and they need at least 1,500 hours to get to regional jobs that pay first year first officers what captains used to make. Captains with years on the job.
People today don't have a freaking clue just how good they've got it, and yet whine and cry about needing 1,500 hours. Truly amazing. And disgusting.
It took me 15 years to get my first turbine job, and very very few will have to go through what many of us did to get that far. Today the silver spoon barely leaves the lips before its back in again and the curtain climbing career hopper is off to the races, convinced of himself that he's suffered aplenty while putting in his dues.
Stagnating because one must gain a little experience? Hardly. It's very difficult to feel any sympathy at all for those who feel the struggle too hard to get to 1,500 hours. It's barely scratching the surface.
Originally Posted by
rickair7777
Also... from a liability perspective, if the airplane is going to be IFR certified the manufacturer is pretty much going to go full glass with all the bells and whistles, simply to reduce the odds of crashes.
That's rather capricious and non-sequitur. Glass cockpits don't "reduce the odds of crashes," and glass cockpits don't reduce "liability," or alter a manufacturers legal duty.