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Old 11-08-2017, 04:49 PM
  #1551  
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Originally Posted by MaxMar View Post
I've heard Tradewind isn't terrible if you're alright with alternating between the Carribean and Northeast. They don't have a training contract, same as Surf Air, which is nice. Pay is decent.

I'd say the consensus on most pilot forums is there's no reason to go to any of these companies if you're goal is 121. In today's hiring environment, it's faster to simply instruct at a pilot mill in FL or AZ for a year or so and you're off to a regional class date. I'm interested in 91/91K/135 as a career, so I want to try this on for size.
Tradewind does have a training contract, 12 months after upgrading to PIC. If you do well, you can except to upgrade at 135 IFR mins. Pay is great for PIC.

Definitely go to a 135 before 121 if you ask me. Yes, it might take 6-12 months longer, but having experience in commuter operations and multi-crew flying will be very beneficial during your 121 training.
Yes, you can pass training after sitting right seat on a 172 for 1500 hours, but 172 to 121 is a steep learning curve.
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Old 11-09-2017, 06:23 PM
  #1552  
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Originally Posted by dera View Post
Tradewind does have a training contract, 12 months after upgrading to PIC. If you do well, you can except to upgrade at 135 IFR mins. Pay is great for PIC.

Definitely go to a 135 before 121 if you ask me. Yes, it might take 6-12 months longer, but having experience in commuter operations and multi-crew flying will be very beneficial during your 121 training.
Yes, you can pass training after sitting right seat on a 172 for 1500 hours, but 172 to 121 is a steep learning curve.
Hey, a lot of us would gladly go that route. But we've all beaten the discussion of "regionals and mainline have opened the hiring floodgates" to death so it doesn't need repeating. So many "lower time" 135s still want around 1000TT and a good amount of multi. Many instructors will take the obvious route of "suck it up for a few more months for that next 500 hours" and then be on their way, versus jumping to 135 and spending the next 6-12 months before they upgrade there. And since a lot of these outfits have these contracts, that means instead of sticking it out for 6 more months they now will spend two years at 135, a net setback of 18 months. I'm curious to see what ends up happening, because I think there will be a significant onslaught of R-ATP eligble CFIs. For me, it's a no brainer: I need 675 more hours to go to a regional, which is around the same time I'd be really competitive for many 135s (and still falling short of single pilot IFR). I know we don't make up the majority of the upcoming pilot force but between us R-ATP guys and the guys who can go to any regional at 1500, I think it will be very interesting to watch what happens to 135, many of whom hire between 1000 and 2000TT.
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Old 11-09-2017, 06:36 PM
  #1553  
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Originally Posted by brocklee9000 View Post
Hey, a lot of us would gladly go that route. But we've all beaten the discussion of "regionals and mainline have opened the hiring floodgates" to death so it doesn't need repeating. So many "lower time" 135s still want around 1000TT and a good amount of multi. Many instructors will take the obvious route of "suck it up for a few more months for that next 500 hours" and then be on their way, versus jumping to 135 and spending the next 6-12 months before they upgrade there. And since a lot of these outfits have these contracts, that means instead of sticking it out for 6 more months they now will spend two years at 135, a net setback of 18 months. I'm curious to see what ends up happening, because I think there will be a significant onslaught of R-ATP eligble CFIs. For me, it's a no brainer: I need 675 more hours to go to a regional, which is around the same time I'd be really competitive for many 135s (and still falling short of single pilot IFR). I know we don't make up the majority of the upcoming pilot force but between us R-ATP guys and the guys who can go to any regional at 1500, I think it will be very interesting to watch what happens to 135, many of whom hire between 1000 and 2000TT.
I'd say most "lower time 135's" hire between 600-800. I got hired at 700ish.
I understand where the job market is, and how it is just a numbers game at the moment. But if anyone claims (and plenty of people here do) that a 1500 (or less, if R-ATP) CFI is better qualified and prepared than a 135 guy with 1500 hours, they are just full of it.
I'm in a nice spot in life, where I'm not in a hurry to get to majors as fast as I can. Unless you are in your late 40's, this should make no difference in your QOL. You'll make more money you know what to do with. I actually like the 1500 hour rule, and I think the regionals should have higher standards than what they currently have.
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Old 11-10-2017, 07:59 AM
  #1554  
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Originally Posted by dera View Post
I'd say most "lower time 135's" hire between 600-800. I got hired at 700ish.
I understand where the job market is, and how it is just a numbers game at the moment. But if anyone claims (and plenty of people here do) that a 1500 (or less, if R-ATP) CFI is better qualified and prepared than a 135 guy with 1500 hours, they are just full of it.
I'm in a nice spot in life, where I'm not in a hurry to get to majors as fast as I can. Unless you are in your late 40's, this should make no difference in your QOL. You'll make more money you know what to do with. I actually like the 1500 hour rule, and I think the regionals should have higher standards than what they currently have.
No I agree, but I don't bring up that can of worms around here. Like I said, I would gladly go fly 135 type operation so I could actually gain real-world flying experience, but at this snapshot in time it just doesn't make sense. I've had a CJO with one of the better regionals since before I even had a commercial certificate, and once I'm within a couple months of 1000 hours I can literally interview with any regional I wanted. I'm in my mid 20s and have a family, so I am artificially limited in what I can do, and I have to think big-picture, career progression, job security, earnings potential. In hindsight the 1500 hour rule has been good, look at what it has done with contracts and pay. I could discuss the pros and cons of 1500 hours, CFIing for the hours, etc all day long but refrain because of the echo chamber of "it makes you such a good pilot and you'll love it and prepares you for 121 flying."
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Old 11-10-2017, 09:42 AM
  #1555  
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Originally Posted by brocklee9000 View Post
Like I said, I would gladly go fly 135 type operation so I could actually gain real-world flying experience, but at this snapshot in time it just doesn't make sense.
Exactly, and it sucks too.

I would love to do some 135 time prior to 121, but it doesn't make any sense.
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Old 11-10-2017, 11:28 AM
  #1556  
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Originally Posted by SonicFlyer View Post
Exactly, and it sucks too.

I would love to do some 135 time prior to 121, but it doesn't make any sense.
I'm glad I did it, and it's making the airline training process easier, but it's not worth the loss of seniority right now.
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Old 11-17-2017, 08:47 PM
  #1557  
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Hey guys and gals! I'm interviewing on Nov 29th and feel like I'm in pretty good shape.

That being said, the one thing I feel I might be a bit weak on is my knowledge of using GPS for IFR.

I already took the online course that they recommended in the interview email for GPS, but would like some insight on what in particular I should review when it comes to this.

Thanks in advance.
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Old 11-17-2017, 09:01 PM
  #1558  
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Originally Posted by Bahamasflyer View Post
I already took the online course that they recommended in the interview email for GPS
You'll be fine. GPS wasn't brought up in my technical.

I was offered a position this week for the February IGS. I declined due to being in school, they've reserved a spot for me in a ground school for either June or July! I'm extremely excited!
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Old 11-18-2017, 11:19 AM
  #1559  
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Originally Posted by MaxMar View Post
You'll be fine. GPS wasn't brought up in my technical.

I was offered a position this week for the February IGS. I declined due to being in school, they've reserved a spot for me in a ground school for either June or July! I'm extremely excited!
Congratulations and thank you!

I'm very excited to have the chance to interview.

If I'm lucky enough to get hired, do you think I'll be able to get a Feb class? Id request earliest possible one.

Also, what are the biggest reasons an applicant would get a TBNT? Besides personality and not being able to fly 8/6, is it subpar IFR skills/knowledge?

Put another way, is the interview more of a "it's yours to lose" situation or do they interview a lot with the intention of hiring few?
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Old 11-18-2017, 01:31 PM
  #1560  
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Originally Posted by Bahamasflyer View Post
Congratulations and thank you!

I'm very excited to have the chance to interview.

If I'm lucky enough to get hired, do you think I'll be able to get a Feb class? Id request earliest possible one.

Also, what are the biggest reasons an applicant would get a TBNT? Besides personality and not being able to fly 8/6, is it subpar IFR skills/knowledge?

Put another way, is the interview more of a "it's yours to lose" situation or do they interview a lot with the intention of hiring few?
Biggest reason people fail out of training is poor IFR skills so I'd imagine that would be one of the biggest reasons people fail the interview.
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