Originally Posted by Excargodog (Post 2690462)

Now would I lie about something like that? Of course not.


https://en.m.wikipedia.org/wiki/Indiana_Pi_Bill

Originally Posted by Excargodog (Post 2690464)

CFR › Title 14 › Chapter I › Subchapter G › Part 121 › Subpart O › Section 121.434
14 CFR 121.434 - Operating experience, operating cycles, and consolidation of knowledge and skills.
§ 121.434 Operating experience, operating cycles, and consolidation of knowledge and skills.
(a) No certificate holder may use a person nor may any person serve as a required crewmember of an airplane unless the person has satisfactorily completed, on that type airplane and in that crewmember position, the operating experience, operating cycles, and the line operating flight time for consolidation of knowledge and skills, required by this section, except as follows:

(1) Crewmembers other than pilots in command may serve as provided herein for the purpose of meeting the requirements of this section.

(2) Pilots who are meeting the pilot in command requirements may serve as second in command.

(3) Separate operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills are not required for variations within the same type airplane.

(4) Deviation based upon designation of related aircraft in accordance with § 121.418(b).

(i) The Administrator may authorize a deviation from the operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills required by this section based upon a designation of related aircraft in accordance with § 121.418(b) of this part and a determination that the certificate holder can demonstrate an equivalent level of safety.

(ii) A request for deviation from the operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills required by this section based upon a designation of related aircraft must be submitted to the Administrator. The request must include the following:

(A) Identification of aircraft operated by the certificate holder designated as related aircraft.

(B) Hours of operating experience and number of operating cycles necessary based on review of the related aircraft, the operation, and the duty position.

(C) Consolidation hours necessary based on review of the related aircraft, the operation, and the duty position.

......

Basically, a certain amount of actual experience after getting a new type rating.

Originally Posted by tankerdriver08 (Post 2690636)

that's correct - 100 hours in 90 days

Originally Posted by rickair7777 (Post 2690670)

You can normally get an extension to 120 days, may have to do bounces in the sim.

But if you don't consolidate on time you have to take another checkride.

Originally Posted by tankerdriver08 (Post 2690076)

I'm a KC-135 reservist and I was hired by a regional about 15 months ago. After IOE I went on military leave for over a year, so I only have 30 hours SIC (obviously never got consolidated with the company).

I have 1500TT (400 PIC), most of it in the tanker.

As an Air Force reservist, I have the opportunity to fly roughly 50 hours a month (all PIC) if I deploy and go TDY enough (but I would have to delay training and consolidation at the regional). OR I could complete my consolidation and fly with the regional primarily. With my seniority number I can hold a decent schedule for flying 80 hours a month as an FO, while supplementing my time for a few hours of flight time a month in the tanker.

My question is, what do the majors value more? PIC time, but lower Total Time OR more Total Time with less PIC?

In a nutshell - military PIC vs 121 SIC. Which matters more? Or are they just boxes to be checked, and from there you chase the total time?

Thanks in advance.

Originally Posted by tankerdriver08 (Post 2690454)

Thanks for all the feedback.

To clarify, I did not intend to be on mil leave for over a year. I took the regional job because flying at my reserve unit was scarce at the time for a copilot. However, immediately after I took the job, a number of things happened:
1. Selected for Aircraft Commander upgrade = 1.5 months of orders plus more opportunities to fly since scheduling can use an AC easier than a copilot
2. Active Duty needed help with their taskings and asked for help from the reserves - another 2 months of orders
3. multiple deployments that I volunteered for (total of 5 months of
Finally, I talked to the chief pilot and tried to get consolidated before all of these back to back orders went into effect, but no luck. He said they couldn't give me a line to help with consolidation before the military orders began.

All that being said, I can easily see how DAL or anyone else won't want to hear my excuses (even though it's the truth).

Originally Posted by SEAtoSummit (Post 2694139)

Sooo, this thread now has me worried.

I separated from active duty this summer and went to training at a regional while on my 90 days of terminal leave. I’ve finished training and have about 50 hours in type, but I now have to drop about 6 months of mil leave to do initial training in my new ANG squadron on a new MWS. I was under the impression that I would come back in the spring, do a few days of requal training in the RJ and take another checkride, restarting my consolidation clock. Have I just hosed myself by jumping the gun on joining a regional?

For reference, my stats are:
~2200TT, 900PIC
BS/MS with >3.5gpa for both
Prior AETC IP
No SEFE, chief pilot, or safety, but no other red flags
Loads of community involvement (volunteer, scoutmaster, etc)

Granted, the seniority list shows I can’t even hold a line in my base till next summer, and I will get more hours in the Guard (mixed SIC/PIC) than I would sitting reserve as an overstaffed FO, but have I shot myself in the foot? Or is 6-9 months of mandatory training in the Guard during my first year at the regionals understandable to the majors?