The airlines are not going to make the mins 500/50 if they think they are going to risk safety. They might need pilots, but just because somebody is at the mins doesn't mean they are unqualified as a pilot. People learn and absorb information differently. I don't think saying that someone with 500 hours is completly unqualified. They might not have the hours of people that got jobs a few years ago, but times change, and they will keep changing, so just stop complaining until something happens. I expect to be flamed or somewhat bashed on for this.

 

I AGREE...

 

Just think about this, the times have lowered dramatically but the airplanes are about the same. The training is about the same. There is no new break through in pilot training in the last couple of years that would warrant cutting times in half. Its supply and demand at its core and the sad truth is that the market will respond by becoming flooded with a sub par product. The pilot's skills have not gotten better, only the demand has increased for pilots. Accept the fact that you can now get a job that a few months ago it took 1500 hours to get. Don't approach it from the stand point that you have an equal amount of experience as a seasoned cfi. In my opinion, you would learn less by going early then being an instructor. You can't understand the valuable lessons learned from doing this unless you do it. That was my opinion, didn't mean to offend anybody.

 

My take on the whole 500hr thing is, yes the person might be able to fly the plane, but is the person experienced enough to deal with situations that they might get into. It seems like a lot of 250-500hr guys spend their time in good weather days in the pattern or in a practice area. I know I'm going to get bashed on this also but its just my 2 cents.

 

Safety is not their number one concern even though they all say it is, money is really number one. They will go as low as they need to in order find pilots. When they have to go below comm. mins then they will just seek waivers from the FAA.

 

I completely agree that lowering minimums could have dangerous consequences. I also have a lot of faith in the training given to pilots by the airline; the line experience they gain as F/Os also helps (although this might not be an ideal training environment). I wish everyone could gain more experience instructing. It is definitely the best way to build experience and knowledge about flying. Unfortunately, the situation in the industry right now dictates that they need more pilots at the regional level, and the only way to get them is through lowering minimums. Ideally, minimums should stay at the 1000 hour level, but whether or not that is realistic is a whole other matter. Just out of curiosity, would it really be likely that the FAA would offer waivers for airlines to hire under commercial minimums? It also seems to me that we're decently far away from reaching that point. I foresee regional wages rising in order to attract more pilots (although I'm always skeptical of my own thoughts like this because I really don't trust management to make that decision).

Yes money certainly "is really number one," but keep in mind that incidents and accidents that are the result of an inexperienced or under-trained pilot are extremely costly to any airline - and especially one who has hired a bunch of guys with less experience. Safety and cost do go hand-in-hand, but whether the guys who run the airline realize that, I'm not sure.

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I'm going to take this opportunity to also say something else along similar lines. Many people say that we should be getting turboprop time before we move onto the jet. I agree with that point entirely. In an ideal world I would instruct until I got to about 1000 hours, when I would move onto a turboprop. There I'd gain some more experience, and then move up to the jet. Unfortunately the airline world has changed, causing there to be fewer turboprop regionals out there and more jets regionals out there. So when I apply for jobs at the regionals, I will probably get a call back from one that operates turboprops, and two or so that are solely jet operators (I'm being optimistic). So just by sheer numbers, there are more jet options out there for everybody to take (that's not to say the turboprop operators aren't looking for pilots, though). Furthermore, if I can choose between the turboprop regional and the jet operator, I'm going to choose the jet. Why would I make myself less marketable as a pilot in comparison to my peers? I wish the situation didn't dictate that I need the jet time over the turboprop, but it does. Many say that turboprop time is equivalent to jet time. I'd say it should be, and may be in many instances, because the mechanics of the engines are so very similar. But I'd rather err on the side of my resume looking better with the jet than mediocre with the turboprop (no offense to you turboprop guys and gals out there). I'm going to leave it at that....I apologize for the bit of a rant. Feel free to rip it apart - I'm sure there will be a few.

 

Don't forget.....the insurance companies might have a say in flight hours also.

 

Seems quite a few regionals have already lowered thier mins to Comm. M.E. Inst.

 

I agree. I would think it would depend on the type of flying one did, not necessarily the amount of time. I have 1200 tt, 100 multi. Most of my time is in my A36 bonanza, cross country time, almost always file IFR. I have a lot of single pilot actual IFR experience, flying arrival and departure procedures in an out of Bravo and Charlie airspace. I have learned a lot by flying in the "system". I think I am probably more prepared than someone towing banners, or doing touch and goes with students in the left seat. Though I understand pilots have to do what every it takes to build time, and I am sure CFI's gain experience and knowledge that is priceless by instructing.

 

Some majors used to be that way too ya know