dlb4a

The Majors (SWA, DL, FDX, UAL) are looking for pilots with PIC: of record not "just" PIC: sole manipulator.

Between the 4 companies on average...there minimums have dropped by a significant amount for example SWA: 1000 (still requiring B737 type for now) and DL 1200 (1000 of turboprop or turbofan).

Is it actually possible for s SE Turboprop driver to make a jump over regional carriers to a major? Certainly it is possible for a ME Turboprop driver (b1900, dash8, atr)

I am curious to see if this might become a reality with this expected shortage...

Thank you for any advice or accurate thoughts ahead of time!

rickair7777

They value this sort of experience, in this approximate order of priority (order may vary between companies or who you talk to, this is just my guess)

ME TPIC (* exception for SE Fighter time)
*Military
121/Mil Check Airman
121
Glass
Jet
ME TSIC
MGTOW
International

Although they do allow SE TPIC, that's really only for fighter pilots. If all your TPIC is 'Van, pilatus, etc you're going to have a very hard time unless you're exceedingly well connected. Never say never, but I would consider it to be a poor career move to plan on that road. Otherwise I would have gone from CFI straight to a 'Van and not wasted years of my life as a regional FO.

ME turbo-prop time is fine for most US majors, but a guy with jet time might have a slight advantage since the majors will need to get you through jet training, and some prop-only people have trouble with that the first time (and vice versa, but the majors aren't hiring jet drivers to fly props...). I see a lot of EMB-120 check-airmen moving on.

If the "Real" pilot shortage ever materializes, then you might be good to go...but I don't think I'd plan my career around that either.

550driver

Could they allow it, or would they allow it? There are exceptions to the below, but they are rare.

I'm sure someone could chime in with a story of their friend who went from a 152 to a 737.

In all reality, you may meet the minimums at some airlines, but without ME turbo-prop or jet time you won't be competitve with other applicants.

Your fortune cookie reads "Get the right multi job to pass the time while your waiting for an interview at a major."

fjetter

Kinda going along with some of the OP's original question and train of thought, how likely is it for someone to get hired at a major with Turbo-prop ME time from the 135 arena? I know a few above responses mentioned some regional t/p aircraft. How would you look at a resume with B200 time? I am not talking about right seating and logging sole-manipulator time, I'm talking about 135 Dispatched PIC time. Think that in connection with a good 500hrs in both 121/135 SIC jet (glass) aircraft would make one competitive assuming good networking and recommendations which always go further than your logbook will take ya.

rickair7777

I think you might be competitive. You have some 121 jet time so you know what it's all about. You don't necessarily have to be a 121 PIC, but they do like some 121 experience if you're a civilian. 135 PIC is probably better than 91, since the training and regulatory structure, while not identical, are similar in scope to 121.

Herb Flemmming

I know of a guy that went to a major from a 121, 1900 job.

PA31

Buddy of mine was hired at Virgin America with PC12 Captain time and jet FO time.

rickair7777

121 1900, no problem used to happen all the time (not that many 1900's left now).

hickspilot

is there a specific drawback to 1900's and that is why they are not around now?

rickair7777

They are old, small, have no lav, and beverage service.

Not popular with pax obviously and hard to make money with all the overhead (crew, ground services, mx, etc) which is the about the same as for a larger prop. he only way to make money I suspect is with a captive customer base and government subsidies...ie EAS.