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Yea I was just checking on this yesterday. The FAR I was reading is quite confusing. I couldn't tell if it was required or not. I wanted to say the new 1500 hour rule is required for part 135 as well.

Looks like I'm stuck to Instructing and Part 91 in order to build time.

Quote:

Originally Posted by UnderOveur (Post 1461150)

I respectfully disagree. It can be very difficult to "find the hours", and can mean the difference between going to a regional this year vs. instructing for another year (maybe two depending on where one is instructing).

Time matters quite a bit. Too many tales of the difference 1 year makes in these forums to credibly suggest otherwise. "Seniority is everything" seems to be the #1 rule.

That's kind of the point though, if it really was so easy to be a commercial airline pilot, there'd be no janitors or waiters in this world.

Quote:

Originally Posted by mspano85 (Post 1461378)

Current as of 30 seconds ago:

Quote:

§ 135.243 Pilot in command qualifications.
(a) No certificate holder may use a person, nor may any person serve, as pilot in command in passenger-carrying operations—

(1) Of a turbojet airplane, of an airplane having a passenger-seat configuration, excluding each crewmember seat, of 10 seats or more, or of a multiengine airplane in a commuter operation as defined in part 119 of this chapter, unless that person holds an airline transport pilot certificate with appropriate category and class ratings and, if required, an appropriate type rating for that airplane.

(2) Of a helicopter in a scheduled interstate air transportation operation by an air carrier within the 48 contiguous states unless that person holds an airline transport pilot certificate, appropriate type ratings, and an instrument rating.

(b) Except as provided in paragraph (a) of this section, no certificate holder may use a person, nor may any person serve, as pilot in command of an aircraft under VFR unless that person—

(1) Holds at least a commercial pilot certificate with appropriate category and class ratings and, if required, an appropriate type rating for that aircraft; and

(2) Has had at least 500 hours time as a pilot, including at least 100 hours of cross-country flight time, at least 25 hours of which were at night; and

(3) For an airplane, holds an instrument rating or an airline transport pilot certificate with an airplane category rating; or

(4) For helicopter operations conducted VFR over-the-top, holds a helicopter instrument rating, or an airline transport pilot certificate with a category and class rating for that aircraft, not limited to VFR.

(c) Except as provided in paragraph (a) of this section, no certificate holder may use a person, nor may any person serve, as pilot in command of an aircraft under IFR unless that person—

(1) Holds at least a commercial pilot certificate with appropriate category and class ratings and, if required, an appropriate type rating for that aircraft; and

(2) Has had at least 1,200 hours of flight time as a pilot, including 500 hours of cross country flight time, 100 hours of night flight time, and 75 hours of actual or simulated instrument time at least 50 hours of which were in actual flight; and

(3) For an airplane, holds an instrument rating or an airline transport pilot certificate with an airplane category rating; or

(4) For a helicopter, holds a helicopter instrument rating, or an airline transport pilot certificate with a category and class rating for that aircraft, not limited to VFR.

(d) Paragraph (b)(3) of this section does not apply when—

(1) The aircraft used is a single reciprocating-engine-powered airplane;

(2) The certificate holder does not conduct any operation pursuant to a published flight schedule which specifies five or more round trips a week between two or more points and places between which the round trips are performed, and does not transport mail by air under a contract or contracts with the United States Postal Service having total amount estimated at the beginning of any semiannual reporting period (January 1-June 30; July 1-December 31) to be in excess of $20,000 over the 12 months commencing with the beginning of the reporting period;

(3) The area, as specified in the certificate holder's operations specifications, is an isolated area, as determined by the Flight Standards district office, if it is shown that—

(i) The primary means of navigation in the area is by pilotage, since radio navigational aids are largely ineffective; and

(ii) The primary means of transportation in the area is by air;

(4) Each flight is conducted under day VFR with a ceiling of not less than 1,000 feet and visibility not less than 3 statute miles;

(5) Weather reports or forecasts, or any combination of them, indicate that for the period commencing with the planned departure and ending 30 minutes after the planned arrival at the destination the flight may be conducted under VFR with a ceiling of not less than 1,000 feet and visibility of not less than 3 statute miles, except that if weather reports and forecasts are not available, the pilot in command may use that pilot's observations or those of other persons competent to supply weather observations if those observations indicate the flight may be conducted under VFR with the ceiling and visibility required in this paragraph;

(6) The distance of each flight from the certificate holder's base of operation to destination does not exceed 250 nautical miles for a pilot who holds a commercial pilot certificate with an airplane rating without an instrument rating, provided the pilot's certificate does not contain any limitation to the contrary; and

(7) The areas to be flown are approved by the certificate-holding FAA Flight Standards district office and are listed in the certificate holder's operations specifications.

Quote:

Originally Posted by 742Dash (Post 1461029)

......and we have a winner!

Very, very few people with good career potential are going to try to make a living as a pilot in the year 2013.

We have several pilots where I work with engineering degrees, including me. I didn't go to MIT, bit I went to a very highly regarded engineering school out west. Why did I do it? Because sitting in an office wasn't for me. I've been flying full time as a professional pilot for over six years, and have no regrets.

Quote:

Originally Posted by JamesNoBrakes (Post 1461509)

Current as of 30 seconds ago:

So looking at it, in order to be PIC Part 135 you need an ATP.

To fly as a co-pilot VFR you need "...at least 500 hours time as a pilot, including at least 100 hours of cross-country flight time, at least 25 hours of which were at night..."

To fly as a co-pilot IFR you need "...at least 1,200 hours of flight time as a pilot, including 500 hours of cross country flight time, 100 hours of night flight time, and 75 hours of actual or simulated instrument time at least 50 hours of which were in actual flight..."

Got it! I understand it now. :) Thanks, James.

Quote:

Originally Posted by mspano85 (Post 1461854)

So looking at it....

To fly as a co-pilot VFR you need "...at least 500 hours time as a pilot, including at least 100 hours of cross-country flight time, at least 25 hours of which were at night..."

To fly as a co-pilot IFR you need "...at least 1,200 hours of flight time as a pilot, including 500 hours of cross country flight time, 100 hours of night flight time, and 75 hours of actual or simulated instrument time at least 50 hours of which were in actual flight..."

No, those are only PIC requirements.

Quote:

Originally Posted by UnderOveur (Post 1461163)

I understand that. I simply fail to see how person A, with a 4 year degree, 1200 TT 100 turbine 200 ME, CFI/CFII/MEI is less qualified than a K-st. Aviation grad with 1000 TT CFI/CFII/MEI for an ATP rating (even if it is "restricted").

The FAA is claiming there is a big difference between the two, to the tune of 500 flight hours. At $100/flt hr (just to put a value on it), that's $50,000.

I wish I had an MIT graduate for a co-pilot because he would be the only person who could explain such "useful" information like what a Reynolds number is......:-)
Seriously, I think the 1500 hour limitation is arbitrary and capricious. This whole things boils down to 2 pilots on Cogan Airlines who should not have been flying in the first place. The Captain lacked basic flying skills and the F/O lacked the common sense and ability to realize she was highly fatigued and did not meet a basic FAA directive to not fly when one is medically or mentally incapable of operating an aircraft safely.
An exemption should be made after completing a 30hour (or whatever) certification class which surveys the human practical factors necessary to SAFELY operate an aircraft under the FAR's. Modules could include things like fatigue, circadian rhythm, and required rest. This certification would need to be approved by the FAA and taught by AOPA or Flight Safety -not an airline. This course should be required to be reviewed at every re-current training event. Like most of the Part 121 carriers, FOQUA data should be reviewed by regional operators and pilots who consistently operate out of safe parameters should be called back to training and trained to proficiency.

Quote:

Originally Posted by UnderOveur (Post 1460909)

Don't you mean the lobbyists lobbied the FAA rather than Congress? It was the FAA, not Congress, that has granted the exemption.

Also...

Why can't a lawsuit challenge an exemption to a law rather than the law itself? Wouldn't s plantiff simply be saying "I'm OK with the law, but dispute the exemption(s) granted to it?"

Consider...

The MIT grad calls a high-time airline CA to testify in court..."Captain, who would you rather have as your partner in a sim-check...an MIT grad who graduated with a 4.0, an electrical engineering degree, and has 1,200 flt hrs, or a K-state grad who graduated with a 2.5, an aviation degree, and has 1,000 flt hrs."??

"In your PROFESSIONAL and expert opinion, Captain, who is more qualified with these basic credentials to be your First Officer?"

Who gives a rats ass about the degree or GPA. Both are pointless when the crap hits the fan. Personally, I'd rather the 2.5...because I'd bet the ranch that they busted their butt, worked harder and appreciate the opportunity more. That's only borne out by many years of experience, YMMV.

Quote:

Originally Posted by ATCsaidDoWhat (Post 1462333)

I was wondering when someone was going to say that! No one cares what your degree is in, or even where you got it. If you're a pilot, you sacrificed just as much as anyone else did, no matter where you went, or how you did it. Don't flaunt your MIT degree around, because it could be entirely worthless if you don't know how to handle the controls.

Quote:

Originally Posted by mspano85 (Post 1461206)

The helo guard babies seem to be deployed and gone as much as the active duty guys.

Yes, but they can apply for a regional job in their spare time very early in their military career...the active duty people have to wait ten years.