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09-04-2018, 06:15 AM

#21

CaptJackSparrow

Gets Weekends Off

Joined APC: Oct 2017

Posts: 101

Quote:

Originally Posted by tm602

I underguessed. Looking through the logs, 370 hrs 121 SIC and 620 hrs 121 PIC. I forgot that PIC IOE in there. Also have 2000 hrs 135 / 91K SIC including large jet (90,000 lbs) Int'l experience as SIC with PIC type rating.

Unless you were the check airman, captain IOE is not PIC.

09-04-2018, 11:43 AM

#22

dera

In a land of unicorns

Joined APC: Apr 2014

Position: Whale FO

Posts: 6,470

Quote:

Originally Posted by CaptJackSparrow

Unless you were the check airman, captain IOE is not PIC.

But it's still qualifying 121 time and counts towards the 1000 required.

09-05-2018, 06:46 AM

#23

tm602

Gets Weekends Off

Joined APC: Dec 2014

Position: Just a pilot

Posts: 745

Quote:

Originally Posted by dera

How could you upgrade into 121 PIC with just 370 hours of 121 time? Or is this time built years ago before the current 121 regs came to play, 2013 I think?

Your SIC time does not count towards 121 upgrade. 121.436 does not allow to use 135/91k SIC time, doesn't matter what you were flying.
But your 121 time should be enough I believe.

It was 1999, and being reserve commuting from PHX to IAD it took a long time to build the hours up. Back then all you needed was the ATP, and the OK from your captains' report cards (yes we had those) and off to upgrade class you went. Of course, commuter planes were crashing more often in those days. As much of a contentious issue as it is, how many crashes have we had since the 1500 hour rule? In some part, the technology has been a great help (I'm still impressed at what we have now compared to when I started). But having two people with a comma in their TT has been a factor as well.