Hi!

No problem!
For the BE99 (if you wanted to skip the Chieftain altogether and stay in Seattle), I'd aim for about 35 more multi. I think that would get you there without being too strenuous on your bank account.
Being at 70 multi would obviously be less than our 99 min, but since you are much higher on everything else and seemingly current, you would be good at 70.

 

Hi

I was reading the posts and would like your opinion if you think my numbers are competitive for the BE99 SIC position.

830 TT
665 PIC
385 twin
42 turbine
47 nights

Thanks in advance

 

Hi,

Thank you for taking the time to respond and your willingness to help! The 1900s that I fly for my current company are not glass. They are your standard steam gauge instruments with an HSI and Garmin 430 units. Some of the 1900s have ADS-B and some don't and some have autopilot and others don't.

As far as accruing PIC time goes, I can attain some PIC time but by the time I would reach 135 IFR PIC minimums, I would still be very short of PIC time. Do you think I would still be a viable candidate?

Thank you again!

 

Freightdogs and frmrbuffdrvr,

many thanks for taking the time to answer all these questions. I think I have a new one.

My logbook was stolen with my flight bag in 1999. My history was
PPL 1986
IFR 1989
CSEL Jul 1991
CMEL Aug 1991
Those dates are all readily verifiable with the FAA.
In early 1999 I had 575TT and 33 ME when the logbook was stolen.
I have probably 50-60% of the receipts proving that time, but not 100%. I had a summary of my times in type, etc, recorded on a spreadsheet, so had a good basis to start my new log book. Re-accomplished all my endorsements (hi perf, complex, TW). Have all my BFRs, etc, since 1999, so a good record with CFI signatures over time since 1999.
Now I'm at
1145 TT
1090 PIC
48 ME
550 XC
105 night
120 IFR (25 actual, 85 hood, 10 sim/AFT)
So I'm within a few months of meeting Pt 135 IFR PIC mins.

Is my lost logbook going to be an issue?

 

What is your point to point cross country?
What is your total instrument (actual and hood?)

If those are workable, I don't see an issue.

 

As long as you have a current log book and you certify that it is accurate (including what you had before) then I don't think it will be an issue. If you certify in your current log book that those are correct times and they aren't, that is between you and the feds. We don't go back and check all of your times. We just check that they "make sense" of how much you have in the different categories. Like if your instrument time was 500 hours with your current total, we might question it. But 10% is a reasonable number.

 

frmrbuffdrvr Thank your for your response, to answer your questions,

total cross country is 480

total ifr time is 124 hours with 11 actual

103 approaches

 

L and G:


If and when you move up to the BE1900 from the 99'... Do you receive a type rating on just the 1900 or do you also receive a type rating on the BE300/350? Do they put a FO in with you at times?

Thanks,

 

Just the 1900 (BE190). Sometimes you will have an FO, sometimes not. High flight time runs are the most likely to have an FO.

 

Oh, yeah. You are right in the numbers.

I don't know what the hiring plan is for the FO to Captain program over the next few months. But if you are interested, you should definitely contact our recruiting department.