Prop Time vs. Jet Time? Upgrade Times also?

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04-28-2007, 11:23 AM

#11

Schnides

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Quote:

Originally Posted by t-cart

Is single engine turbine PIC helpful in getting a interview with a major?

All PIC time is good.. but single engine (unless it's an F-16) isn't the best. A caravan/PC-12 guy needs to move up to multi equipment as soon as possible. Multi engine turboprop is good time.. stay there and get over 1,000 pic, then move to some heavier jet equipement, but stay where you are until you get the 1,000 multi turbine pic.. regardless of whether it's jet or not.

04-29-2007, 05:03 AM

#12

Octobersky

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While I agree that PIC time is what you really need, you need Jet time. I recently talked to a very senior Legacy training Captain, he said he'd take a 5K hr CRJ F/O over a 2.5K BE1900 CAPT. The FMS/Glass experience is what will make the cut. Don't get me wrong, no PIC Turbine will hurt as well.

04-29-2007, 08:01 AM

#13

Slice

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Quote:

Originally Posted by Octobersky

The 1900D is partial glass now(ADI/HSI). I know at least 6 guys at FDX with the Beech being there only turbine PIC time. Personally, I'd take the 1900 guy. At least I am certain they can fly in the wx if the autopilot breaks!

04-29-2007, 01:21 PM

#14

JoeyMeatballs

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Quote:

Originally Posted by Islandhopper

I currently have 1200 hours and I am flying the BE1900. I will most likely upgrade in about a year. I have friends flying RJs telling me that my PIC time will not be viewed as equal to Jet PIC time when the time comes to apply with a major. Will that be the case?

I am in my early 30's and not concerned about quality of life for the next three years. I just want to do whatever it takes to get to the majors as quick as possible. It is all about seniority.

Should I stay where I am and upgrade a year from now, or should I jump ship now and try to get jet time.

Also, where would be the quickest place to get that jet time.

PIC IS PIC.....................Doesnt matter SWA loves T0Prop Guys...............

04-29-2007, 01:22 PM

#15

JoeyMeatballs

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Quote:

Originally Posted by Octobersky

I find this very hard to believe, A monkey can hand fly and airplane, its the day in and day out decisions the CA's make which makes PIC time valuable..........

07-19-2007, 05:59 AM

#16

Fox 1

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Position: 737-800

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Quote:

Originally Posted by SAABaroowski

I find this very hard to believe, A monkey can hand fly and airplane, its the day in and day out decisions the CA's make which makes PIC time valuable..........

Well, as a former instructor/check airman, I can tell you that some monkeys can fly better than some candidates. If you're hand flying the airplane, perhaps it's not a big problem. But the trouble is getting people to be able to program the FMC to do what you want it to do, which isn't all that hard when everything is normal, but also when things are getting goofey, like an emergency, or when ATC leaves you fast and high. these are the times when most people have a meltdown. They just can't merge what they are seeing outside of the window with all of the buttons on the autopilot/FMC. I've seen 15,000+ hour seasoned captains with 727 and DC10 time totally melt down trying to figure out a NG airplane.

07-19-2007, 05:34 PM

#17

RedGuy

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Quote:

Originally Posted by Fox 1

Can't you just turn the damn thing off and fly the plane in an emergency?

Now before you jump all over me I don't have any FMC time, heck the T-prop I fly doesn't even have an auto pilot. But if I was having some sort of major emergency I think worrying about the FMC would be the last thing I'd be concerned with.

07-20-2007, 02:41 AM

#18

Worldguy

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Some things as simple as tuning and ILS, VOR, or NDB require going into the FMC, even in older "glass" cockpits likes the MD11.

It is important to be able to get things done efficiently and accurately in the FMC when things are going south.

I would guess this is why RJ FOs may be prefered to 1900 Captains. It doesn't mean a 1900/Metro pilot can't learn the system, I did, it only means that when hiring into this type of equipment the pass rates are higher if the applicant has prior experience with these types of systems.That being said, there are turboprops out there with FMCs, DO328 for example.

From what I have seen, PIC turbine still takes the cake and FMC experience is the icing on the cake.

Cheers,
WG

07-20-2007, 02:29 PM

#19

dutch747

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Quote:

Originally Posted by airfish

I disagree. Turbine PIC is turbine PIC. After you get that magical 1000 or 1300 of PIC turbine you can reathink your situation. People get hired at FedEx, UPS, CAL, SWA, etc with all of their PIC time in turboprops. Do you think the military P-3 drivers are not considered? Just my 2 cents.

Take care-
Fish

Well said Airfish. They don't make a distinction between Turbo Prop and Turbofan.

07-21-2007, 06:32 AM

#20

1013dot25hPa

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I would stick with flying the B1900 and get that Turbine PIC time. NG aircraft automation is not that hard to learn to manage, takes effort but not hard. Point in case, regional operators now hire 500 hour guys that make it through training and start flying as SIC in NG aircraft. However these same 500 hour guys won't hack it flying as PIC on a turboprop.