Godzilla

This is absolutely correct.
At an airline you never get to do anything that will build true stick and rudder skills.
Instructing for the 1500 hours will teach you much more about really flying airplanes.

jayray2

On the contrary, the really smart and broke ones will go this way and save themselves a bundle. Pair up with a partner or two, work while you train and come out on the other side w/o a dime in loans. It can be done. Who do you think wants to be the pilot more, the person that takes out a 150K loan to buy some time/certificates at the prestigious aviation school or the person with the entrepreneurial fortitude to get it done the non-traditional way without loans? It takes a lot of perseverance, effort and smarts to get your own plane, take care of it, line up your own instructors, study on your own and stay flying all while working a full time job.

forgot to bid

Can you go straight from a C208B or PA31 to UAL/AMR/CAL/DAL?

If not, then there will be plenty of pilots to leave a 208B death trap or PA31 to go to a regoinal, thus pay doesn't need to come up. All thats occuring is you are delaying the hiring of the same people. Pay didn't have to come up in the 1990s when you needed a lot of time to get hired to fly J31s or 1900Ds, it came up in the 2000s but out came the whipsaws, and it probably won't go in the 2010s.

Lower Part 135 PIC mins in cargo only Part 23 aircraft and increase the distance, and therein hiring incentive, from Part 135 PIC qualified to Part 121 qualiifed. No Airnet or Ameriflite or whoever is going to hire a pilot who they know won't stay longer than 300 hours and no pilot will apply for that character building Part 135 freight job knowing they're right around the corner from 1500. So, cut the mins in 1/2 to near what Part 135 VFR is. Its simple, quick, doable.

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BTW, what's the latest, if true, with Mesaba or Pinnacle or whichever regional wanted to raise FO starting wages and the union is fighting them because wage increases should be across the board? Hmm, if true, who says regionals will increase pay to attract FOs?

RJSAviator76

I think the 27 year old would be a much wiser choice. That 27 year old doesn't just fly the pattern as you think. That 1500 hour CFI has been building PIC experience AND instructional/mentoring experience that will serve that CFI well when he/she upgrades at his airline. The 300 hour pilot will be JUST starting to learn what being a PIC is about in IOE and with other FO's. I strongly disagree with the notion that the being in charge of a multimillion dollar jet and having lives of 50-90 people behind you is the place to be learning the basics of being a pilot-in-command.

forgot to bid

So you should have your life threatened to validate your ability to fly 121?

To me that just validates an applicants inability to make wise choices. I've never had my life threatened, ended up just fine. Sure I had a few students here and there with issues... but we just climbed to a higher altitude and tried whateve it was we were doing again. Never applied to nor took a job flying questionable planes in questionable situations.

I'd have no problem with having a CFI and CFII requirement for any Part 135/121 job. No more running from the CFI.

The mins for any Part 121 job should be 7000 hours with 5000 multi turbine, therein less than me, plus a CFI and CFII.

forgot to bid

And nobody understands instrument flying better than a CFII. Someone that has had to teach the same thing 10 different ways to the same person multiplied by the number of students.

USMCFLYR

I've never been a CFI/II. Matter of fact, I sort of ran from it because I didn't want to be an instructor at that time in my flying career. I am also sure that I could translate my experience into the P135/121 world. My peers have been doing it for quite some time and most of them didn't have a CFI/II/MEI prior to getting that P121 job.

I think there are multiple ways to skin that cat called experience - and each have their pros and cons. I think it would be wrong to limit the avenues of approach available.

USMCFLYR

Bucking Bar

Good post, Sir!

forgot to bid

BINGO!

Standby.... yep... BINGO!!!

I think determining if someone is qualified should be left to the airlines. More to come but first, USMC, I'm being a smart aleck with the CFI requirement and doing so for a reason.

People keep tacking on new requirements so I want to tack on some too and since I was proud to be a CFI, everyone should have to do it the same way I did.

Everyone thinks 1500 hours will solve the issues, I'm alone in my stance that it won't and will probably create a lot of other issues. I think an enormous amount of group think is going on here and I don't mind standing against it especially since its coming from many who've already gotten a 121 job.

Because the problem isn't a lack of pilot hours because again I'll say its ATPs that crash Part 121 airliners. How many hours does a USN pilot (or the more Chuck Norris like USMC pilot) have when they become carrier qualified? The problem is a lack of standards in the FAA, OPs Specs and therein in the airlines when it comes to training, testing and evaluations.

I'm also for a non-government certification board. You want to fly non board certified (BC) pilots, go for it, wait til that USA Today article comes out and says XYZ airline is the only one that doesn't hire BC pilots. I like the idea of a new and improved ATP written, for starters. I'm also for Part 135 PIC being dropped if 1500TT & ATP becomes a minimum.

Daniel Larusso

You're not alone in your belief, it's just not really an argument worth making imo as the herd has spoken on this one.