hdark

Worse, you might meet one of us across an interviewing conference room table!

GF

 

Multi-engine time is multi-engine time you can say it's insignificant all you want but no one on these boards can get a job without it. If putting around in a twin is no diff than flying a 206 then why do we spend $2700 on a multi-engine rating?..

If i was in an interview and i had two pilots one with 1000 hrs in a CRJ and the other with 1000 hrs in a 737-800. I would choose the guy with the 738 experience. The world we live in is full of these types of choices. If given the option to go to Harvard or a State college, you would choose harvard right? even though the degrees are worth the same.

If faced with a choice 100 hrs in a 206 or 100 hrs in a Duke

I'm sorry i called you an idiot, It was not a mature thing to say.

 

I'll just get the lipstick ready for some ass kissing

 

Well.. i guess that depends on whether I was hiring into the 73 or the CRJ.....LOL

 

Based on your comment, I see you haven't done any interviewing, on the company side of the table.

Many of us here have seen 300-hour pilots filled with self-esteem and new untested skills--some of us have been one of them. They have two real careers moves, get humble and learn OR continue believing their own publicity. The first invariably become good pilots, get good jobs and become good officers (military). The second may eventually do so, but have a hard time, always wonder why others pass them by and make it look easy. I've known several that went thru Flying Eval Boards, one got fired by a major airline, one lost his wings and got fired. Others left this veil of tears too early, showing us how not to fly or burdening us with new regulations. Others just had crappy careers.

Everyone here would just love for every pilot to be in the first group.

GF

PS Ass kissing will NOT get you a job, any interviewer can spot that in the first 30 seconds and won't be impressed.

 

I waited til I meet the minimums before I applied. I didnt know what I was doing at 300 hrs. I know I couldn't make it past trainning at 300 hrs. That's just me.

 

I also have to say that flying in light twin vs a single x-country is not that different. What seperated was I was flying under IFR 135. We had some routes that used a 402, Seneca, Chieftain and a 172. I flew them all, they are all the same. It didnt matter if I had one or 2 engines. The reason companies wants so much multi is usually to meet insurance requirement. I think the reason I got a job at the regionals was not because I had 800+ multi but because of the year I flew single pilot 135 IFR. You can be in the same interview room with a 1,000 tt and 100 multi CFI. Your "quality" time will not matter anymore. You both are there and at that point which one of you will fit in the company better. When you apply, HR will not know the difference between your type of time as oppose to the guys with the exact hours who apply before you, but all his Muti time is from being an MEI.

 

[QUOTE=hdark;1038591]If given the option to go to Harvard or a State college, you would choose harvard right? even though the degrees are worth the same.
QUOTE]


Oh man...I can't even begin to tell you how they are NOT worth the same...I'm not talking about monetary value...



question:

How much commercial flying time do you have? As in: How many hours do you have as a paid pilot? (not how many hours while holding a comm cert)

What 135 experience are you talking about? Looks to me you have ZERO 135 experience...

 

[QUOTE=IlliniPilot99;1038752]

For one i was joking about the ass kissing thing, second I am very humble and my x-ctry, although it built confidence it also showed me that flying a 300nm xctry with an instructor saying good job, did not make me a good pilot. There is a retired American Airlines 757 captain in my civil air patrol squadron. One thing he told me is hours does not reflect skill. A pilot with 1000 hours can wash out of training just like a guy with 300 hrs can, you are the master of your own ability.

Negative i have no 135 experiance, but i do know the differences between 135 vs 91 flying end at the operator level. There are certain requirnments an operator must fufill to operate 135 op. Taxes, runway lenght, flight crew duty time, restrictions and fees, just to name a few. If your in a piston your flying at the same altitudes, same speeds and in the same Sh*t weather. The diff between me and the 135 pilot is. I'm not getting paid and i dont have a boss breathing on my back.

 

You helped prove my point thank you. your time was not built putting around the pattern you actually had real cross country expriance part 91 vs 135 it's still the same pilot in command time. Only diff is your company might have rules you have to comply with.