I'm sure all you will hear will be the success stories. If you don't grt hired then what?

 

The 1500 rule has more holes than Swiss cheese... expect status quo.

 

Your questions has been answered in other threads. To answer your question, dont waste your money. Teach and get valuable experience.

 

Unfortunately, for right now, all that matters is total time & multi time. In a few years, yes, this argument will hold true.

Personally knew a guy who applied for Eagle through AirlineApps a couple months back. Over 1200 and input 100 hours multi, with known interviews for that kind of flight time (did multi time building.)

No calls from Eagle. Called up friend at Eagle, told him to input multi time at 101. Email the next day, call the day after to set up an interview. In training right now, and has noted that there are already 100 people below him in seniority. One freaking digit between meaningless and potential employee.

We face a stupid, stupid game right now...either blow the cash now on time and get the interview and more likely the job, or wait for 2013 and see how much a pilot with 1500 hours will be reevaluated by airlines.

I really am pulling for the latter. Just preaching how it is for the time being.

 

That is crazy 1 stinking hour. Unbelievable!!!

 

Very true on that. I really don't want to dump more money into flying (and I don't really have the money to dump in), on the other hand, I'm not getting the time/hours/pay/etc that I need to live on from instructing. So on one hand I can't really afford to wait and see what happens and get caught by the 1500 hour rule and end up instructing additional months or years. Also, I'm doubtful that when the 1500 hour rule kicks in that the airlines will suddenly up salaries and QOL. Afterall, at least for people in my situation, an airline job will be a pay increase and probably a better QOL, and after being stuck in a dead-end low-pay CFI job for an extended amount of time they will probably be all the more desperate to move onto the next step in their career and willing to take the job with all of its negatives.

As for the RJ course, I think it is a waste of money (maybe if you instruct at ATP and can get it half price it isn't as much a waste). But the people I know that went acted like what they really got out of it was learning to use an FMS and just a general airline style training. I'm not sure that is worth 5k. Its not like you end up with a type rating or anything tangible in the end.

 

I've never taken one of those courses and our school doesn't offer one, but the only advantage I would see to it is if that that person would struggle with airline training anyways. It helps given them a leg up on all the stuff they would learn. Most people say though, it won't help land the job. If you need to land the job, put that money into the cheapest multi-engine time you can get. 25 or 50 hours of multi engine is WAY more valuable that an RJ course as far as landing a job. Right now all it seems is if you can cross that magical 1000/100 barrier. Until then, you are SOL.

 

I think what many are saying is that the course will NOT get you into an interview (unless it happens to be this one targeted company I guess.) I'm not sure what it gets you.

USMCFLYR

 

Again I am not in the know or ready to break into the airlines myself but I would think if you had X amout of training in a CRJ sim and the other training that comes with the program that would show an employer that you can at least learn what they have to put into your head. I would also think it would carry a little more weight if you are looking at a company that flies the CRJ 200.

If I were in a hiring position and had to candidates, one CFI with 800/100 of C-150/2/72 time and one with 500/100 of random time along with passing a formal training course on the aircraft my company flies, if both met my mins I would hire the guy that has proven he can pass my type of training course and is already ahead of the game. Aren't FOs supposed to be under the watchful eye of the CA? I see the FO seat as a possition to learn from. Not like a new student pilot but learn all the same. So with 250 or 2500 hours as long as you have proven that you can fly the airplane and do what is required of you then what does it matter. The right seat is where you build that time/experience/maturity. Otherwise all airlines would fly with two CAs and there would be no FOs on the payroll.

What is next you have to have 500 hours before you can be a CFI? There are CFIs at the school where I got my ticket that have fresh COM/CFI tickets. I had more hours as a Inst student than they had as a CFI. One of the instructors there has 0, yes 0 actual instrument time. How does that qualify him to teach someone how to fly on isntruments? I am lucky in they fact that I have my own plane and flying is a bit cheaper for me. I try to fly in IMC as much as I can when it is safe to do so because I think it makes you a better pilot. I remember the first time I went IMC for real. It was a little scary. I don't care how much hood time you have it is not IMC.

 

Save your money and do it cheaper, why spend all that money to get a lousy $20hr RJ job with no chance of any PIC in the near future? At this stage in the game the rules have changed, the quick upgrade is not happening right now.
There is a big difference in decision making ability and airmanship between 250 and 2500hrs. I don't want the guy with 250 flying me down to mins in actual with an incapacitated captain, pay to play jet course or not.

Do it local if you can, save your money, you will be much better off down the road.