F/O jobs +700h?
11-03-2017, 02:46 PM
#41
In a land of unicorns
Joined APC: Apr 2014
Position: Whale FO
Posts: 6,469
Originally Posted by radish
I'm sure you have considered this, but why not work on your CFI and just go hammer out a bunch of hours instructing when you finish your contract? I remember you posted a thread last winter looking for jobs around 500 TT. I followed it closely because I had 400 TT at the time. I'm now up to 1100 hours from instructing. If you are looking for the magic 1500, instructing is a super quick way to get there.
11-03-2017, 03:20 PM
#42
Gets Weekends Off
Joined APC: May 2017
Position: 175 CA
Posts: 1,285
Originally Posted by dera
CFI to 121 training is a STEEEEEEEP curve.
Most of the people who fail 121 training do so because they can't learn anything, terrible study habits. A CRJ isn't the space shuttle.
SIC in most 135 jobs is glorified gear swinger, you aren't making any decisions or bettering judgment.
The refusal to pursue a CFI simply because it's 'difficult' or 'don't want to instruct' says a lot about the work ethic and dedication of an individual. This work ethic will carry over into other areas of flying or professionalism. There is a reason why many 135 jobs hire CFI's at 500-900 hours and everybody else at 1,200.
11-03-2017, 03:25 PM
#43
Gets Weekends Off
Joined APC: Jan 2008
Posts: 1,383
Originally Posted by Varsity
No it's not.
Most of the people who fail 121 training do so because they can't learn anything, terrible study habits. A CRJ isn't the space shuttle.
SIC in most 135 jobs is glorified gear swinger, you aren't making any decisions or bettering judgment.
Most of the people who fail 121 training do so because they can't learn anything, terrible study habits. A CRJ isn't the space shuttle.
SIC in most 135 jobs is glorified gear swinger, you aren't making any decisions or bettering judgment.
Right. But...CFI to 121 training is still an enormous leap.
11-03-2017, 03:55 PM
#44
Gets Weekends Off
Joined APC: Dec 2005
Posts: 1,408
The best preparation for a 121 training program (all 121 programs are PIC programs by regulation) is to be instrument proficient and be instrument proficient in a multi engine procedures. The real issue of CFI to 121 is that folks don't maintain their own proficiency while instructing others.
This is why folks who fly between 250 hours to ATP mins do the best. This doesn't mean that instructors don't do well, they just need to they themselves as well.
This is why folks who fly between 250 hours to ATP mins do the best. This doesn't mean that instructors don't do well, they just need to they themselves as well.
11-04-2017, 02:40 AM
#46
On Reserve
Joined APC: Dec 2016
Posts: 21
Originally Posted by Rcordeiro122592
Cape Airs pay is awful and their 30k contract.
Remember an FO is not required. So really it's a paid internship. 30k contract was created cause too many pilots would build time and leave.
As well as all other Part 135 companies will make you sign a contract and the pay will be low.
11-04-2017, 02:41 PM
#48
In a land of unicorns
Joined APC: Apr 2014
Position: Whale FO
Posts: 6,469
Originally Posted by Varsity
No it's not.
Most of the people who fail 121 training do so because they can't learn anything, terrible study habits. A CRJ isn't the space shuttle.
SIC in most 135 jobs is glorified gear swinger, you aren't making any decisions or bettering judgment.
The refusal to pursue a CFI simply because it's 'difficult' or 'don't want to instruct' says a lot about the work ethic and dedication of an individual. This work ethic will carry over into other areas of flying or professionalism. There is a reason why many 135 jobs hire CFI's at 500-900 hours and everybody else at 1,200.
Most of the people who fail 121 training do so because they can't learn anything, terrible study habits. A CRJ isn't the space shuttle.
SIC in most 135 jobs is glorified gear swinger, you aren't making any decisions or bettering judgment.
The refusal to pursue a CFI simply because it's 'difficult' or 'don't want to instruct' says a lot about the work ethic and dedication of an individual. This work ethic will carry over into other areas of flying or professionalism. There is a reason why many 135 jobs hire CFI's at 500-900 hours and everybody else at 1,200.
I'm not sure what you mean by those "many 135" jobs. 1200 is the legal minimum for IFR PIC, and I don't know of many places that need 1200 for their SICs but would hire a CFI at 500-900.
11-04-2017, 05:34 PM
#50
Gets Weekends Off
Joined APC: Apr 2015
Posts: 2,427
Originally Posted by dera
Yes it is. A CRJ might not be the space shuttle, but the rules and regs that you need to know to operate one are a million times more complex, than your 172 Part 91 stuff. I'm not saying it's impossible, far from it. But if you show up at your 121 indoc with your 1-2-3 and 600/800 rules, and having never seen a MEL, or GOM, or any opspecs, you have a steep hill to climb.
I'm not sure what you mean by those "many 135" jobs. 1200 is the legal minimum for IFR PIC, and I don't know of many places that need 1200 for their SICs but would hire a CFI at 500-900.
I'm not sure what you mean by those "many 135" jobs. 1200 is the legal minimum for IFR PIC, and I don't know of many places that need 1200 for their SICs but would hire a CFI at 500-900.
I think that steep learning curve depends on the person though. There have been many who went from CFI to 121 perfectly fine and many who went from 121/135 to 121 who haven't done well at at all. Just saying.....
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