You get what you pay for. Regional starting wages should require even less multi time.

50 hours multi for that resume will cost the new FO about 7 months of his first year salary...yeah, makes sense.

Timbo - similar event - 777 crew loses an engine. Lands SE. No problem.

At the post incident briefing - "very nice job. We just have one question, why'd you turn the TAC off?"

"SE requires the TAC off. That's the procedure."

Nope, that's how they taught it. Showed one TAC engine failure then all others were done with the TAC OFF. Guy thought TAC OFF was required. Negative transfer. Oops. Now training shows TAC OFF then the rest of the training is done with the TAC ON.

New hire red screened the sim on a type ride. FAA passed him. Yes this is the sign of the times.

After flight school you took a written test and got a commercial instrument centerline thrust ticket. A B-52 person.. at least a left seater... could take a copy of their B-52 checkride and FAA gave you a commercial, instrument, AMEL. BTW, the buff was a way bigger pita with an engine out than most.. with an outboard gone you nailed the rudder to the floor and "thought about" letting it out for a long while... thing would roll over. Unless of course you were joking? OFG

Even worse... Special needs crewmember were paired up with special F/Os and Check Airman for their PCs... Not limited to U.S. carriers. Goes on all over the world.:mad::mad:

That must be some G model stuff, because I got 1k in the -H, and it wasn't that bad. Two outboards out got your attention but it won't roll over with half rudder at speeds above region of reverse command. We just trim that sucker out and presto. Usually most ACs would ask to take out the trim for landing so you had better fidelity to handfly the thing into the runway. Now, 4 out on the same side is the one where you're likely toast and consideration is given to getting out of the aircraft in lieu of trying to put it back down. But the statistical odds of 4 out (non-combat damage, and let's be honest, these days... WHAT combat?) is a non-issue afaic. Inboard outs or combo outs on both sides at lower weights was a non-issue, as you could just pull back the mirror engine on the other side and presto, back to symmetric you are. Hell you could do it two for the outboard outs too, but the SEFE folks didn't like it because they wanted us to demonstrate rudder control for the checkride, which is fair enough for real-world heavyweight scenarios where you wouldn't have the luxury of mirroring the opposite engines. That was the thing you could do in the buff you can't on 4 or less engined airplanes. Pretty pimp actually.

As to the centerline restriction, the Buff doesn't have one, so if you turn in your AC Form 8 to get your multi-commercial, it comes clean. I didn't have much use for multi in my civilian side and already had CPL-IR-CFII in single engine land before the military, so I slacked off getting the multi-add until I was out of the community. But eventually I did bring it in, and the MEL was added to my CPL, no CL restriction. Had I not had a CPL before UPT, and attempted to mil comp out of UPT but before AC check in the Buff then yes, I would have been given a CPL-ME with CL restriction, due to the T-38.

Another interesting one is now as a 38 IP, I went with my latest form 8 to renew my CFI and asked the FSDO for an MEI on account of T-38 IP and got told no dice. So it turns out, a T-6 IP (I was one before the 38) can go and mil comp himself a CFI and a CFII, but a 38 guy can't even get the CFI (no single engine), only CFII stand-alone, on top of no MEI either. Talk about subverting the spirit of intent.

Yep. That's the FAA all right.

"We're not happy 'til you're not happy."

The new rule requires 50 hours of multi to get an ATP, 25 of which can be completed in simulator sessions during initial training. An ATP is required to be a crew member during p121 operations.

An airline transport pilot certificate requires that a pilot be 23 years of age and have 1,500 hours total time as a pilot. Pilots with fewer than 1,500 flight hours may qualify for a restricted privileges airline transport pilot certificate beginning at 21 years of age if they are a military-trained pilot, have a bachelor's degree with an aviation major, or have an associate's degree with an aviation major. The restricted privileges airline transport pilot certificate will also be available to pilots with 1,500 flight hours who are at least 21 years of age.

Old F-100 Boldface for the fire on take-off, Timbo, said, "maintain take-off thrust until safe ejection altitude. If on fire, eject". Point being, do NOTHING quick, Mr F-15 should have known that, apologies to Jeff.

GF