edavis

If 2013 is when this 1500 hour & ATP rule is in play, what does this mean for seeking employment with the airlines and/or corporate? Will regional lower thier TT? Will it hurt the airlines for the need of more pilots or make it harder to get hired by them? I know for me if this is the case I'm S.O.L because I just started flight school & I know I want to instruct for a couple of years to make myself marketable. I guess there's no need for me to rush in obtaining all of my licenses before 2013, that's right around the corner!

asher888

It took 6 months in my endeavor to get pvt thru CFII. If you wait until 2013 to get all your ratings, you could miss alot in the long run with the airlines. I say get your ratings, instruct and get hired with a regional (simplified) BY 2013....

2013 is not right around the corner, there is plenty of time to build the resume in between now and then, like your ATP and multi time. Good luck and remember to network!!

AbortAbortAbort

I said in another post that I think the regionals will continue hiring past their demand for now, bring in the lower timers (low time = low pay), then they can coast for a bit once the rule kicks in.

Just remember there is no grandfathering in the rule, so you may as well go for it now, start building that experience so you can have your ATP knocked out by then.

jc73drvr

I am all for the 1500 hour rule, why? Because it makes good sense. Toward the late 90's when the hiring was strong minimums were still in the neighborhood of 1200 - 2000 hours with atleast 100-200 multi.
What I don't understand is that why are future pilots complaining about having to obtain the ATP minimums? It gives you experience....
So what is the big deal about having to instruct for two years (or any other entry level flying job). Many others before have gone this route and it has worked out just fine. I think what is concerning though for new pilots is the rush to go out and fly for an airline (Shiny Jet syndrome).
Any experienced Captains or check airman may agree with this- Imagine doing I.O.E. with a new first officer who has only a few hundred hours and has flown nothing bigger than a Piper Seminole. The airplane your flying is any given 19 seat turboprop (most like likely no autopilot either), and your doing a nonprecision approach (in poor weather) into EBF. This does not give you the warm and fuzzies, now does it?

I do not mean to offend low time pilots by no means, but don't be worried about working hard to gain 1500 hours and get your ATP. It is much better overall in the long run.

CaptKrunch

What is your transitional between a Seminole and a 19 seat something...... There are not THAT many 135's out there flying small stuff. You can't have that many pilots working through ameriflight.

jc73drvr

Believe it or not, there actually is a few 135 operators flying light twins such as Barons, Navajos, Senecas, Aztecs, 402, 414,421 and more. The Seminole is used by a lot of schools to get Multi time because it is an economical training aircraft. It has no De-ice, and few have WX radar. You gain no more experience flying a seminole than you do a Piper Warrior or Cessna Skyhawk. I am not knocking the Seminole by no means, it is mainly used for training only and building cross country time.
Other light twins used in the 135 world are more capable because they are used to make money, ie carrying payload.
To get experience flying freight, passengers or anything else, you deal with a lot more elements of flying than say getting x/c time in VFR conditions. Additionally a lot of experience is gained by flying 135 operations even if only as a second pilot on a single pilot aircraft.
The issues I have seen, is that a person could go through a pilot mill (with a 40-60K price of admission) and within 6 months be flying with a regional with about 500TT. How much experience does on have at that level? I really did not know jack at 500hours and honestly not many others did either. I only became partially clueless when I got my ATP, but still had a lot to learn. Lately the hiring minimums are a bit more but not much.

My whole point is that the 1500 hour rule should not be a discouraging factor as far as a pilot career is concerned. If that does sound discouraging then think about another career, because if you think that is a tough hurdle to get over, then you have no clue whatsoever about being a pilot.

Walkeraviator

Yeah, but 1500hrs and an ATP are only half the story. A lot of these guys are going to stay in that seminole all the way til they hit the magic 1500 and take a checkride with the same DE they send their students to. Whereas someone else scored a nice 135 job flying right seat in a King Air (required second pilot, and checkrides make SIC loggable). so now he has 1200 total, and has more useful experience than the flight instructor, but cant get in because he doesnt have the TT.

I am just glad I decided a long time ago that I have too much self respect to do the regional airline.

AbortAbortAbort

The worst thing about the lower hour guys (sub 1200) are that there are so few jobs for them out there. Really the only thing you can do between 250 and 1200 is fly jumpers or instruct. I think it's equally dangerous to have a 250 hour pilot instructing as it is flying right seat in a RJ. And then you get the guys who don't want to instruct who are doing it just to build time, they're doing their students a disservice.

It's a shame for them that there's really nothing more to do between obtaining your Commercial and ATP.

stbloc

Couldn't asgree more. I fired a few instructors during my training. If I had a CFI who was time building at my expense then I ask for another. I wasn't going to waste my money.

Thedude

Except there is banner towing, pipeline patrol, fish and game spotting, ferrying etc.