You guys need to calm down. When you have been in the industry for a while, you will look around and wonder why things are so bad and why you are not making any money. Then you will realize what the effect of flying a jet at 300 hours is.

 

Alright, but I seem to remember someone else mentioning the degree to which they are willing to work with you and help you get through training. Are they less helpful than other regionals when it comes to helping pilots through training rather than just kicking them to the curb or is only going to be about your issues with mins. I've flown with guys with a lot more time than me that weren't as knowledgeable and others that were simply dumb as rocks. So I ask again, is there something about the training that makes it more difficult than at other places.

 

One of my Captains recently said it best. He said, "I just flew with a new hire who was hired with 500TT and 100 multi and it showed." This was not an IOE Captain who said this, but a line Captain. The line Captains are the ones who have to put up with this, and they are the ones who can stop it. All they have to do is refuse to fly with the low time F/O and say he is unsafe.

 

THE ONLY reason airlines want higher time pilots is because they have a lower wash out rate than lower time guys. That means a lower training cost. That means more bonus money management can steal from the company and spend on thier girlfriends'.

I certainly would have liked to get a job at 300TT instead of 3000TT. It would have saved me years of toiling as a CFI, years of being a ramper to pay for my training, tens of thousands of dollars buying multi time, paying intrest on my loans, getting my ATP, and going to interviews to compete with furloghed Delta guys for 135 gigs.


But you don't know much as a 300 hour pilot. I didn't. I don't know anybody who was a great pilot at 300 hours. And I instructed over 100 people. At 1500TT, or 1000TT, or even 500TT, you are more prepared for the rodeo than you are at 300TT. By definition, you are more experienced. Doen't mean you can't succeed. It just means 1) You'll have a harder time passing initial, because you have less experience to draw on. 2) Your Captains will have a harder time on line, because they will have to be 'instructor pilots'.

If you get a job as a low time pilot don't think its because you're better than guys who couldn't get jobs at 3000TT. Remember that you are extremly fortunate to have the opportunity at that point in your flying career. You still have a lot to learn.

 

I guess we will find out for sure when it comes time for class and then to hit the line. I'm not saying I am better than guys that couldn't get jobs at 3000TT. I know there are thousands of pilots with more experience than I have, but I have said this before and I will say it again, it's not always about the hours. Someone with 3000TT might not have the quality of experience that someone with 1500TT has. It all depends on the type of flying that you do. It also comes down to the person. Someone with a poorly written resume and cover letter that has 3000TT will probably get looked over compared to someone who knows how to convey their thoughts on paper and relate their experience to the company but may only have 1500TT. There are a variety of elements that go into it and we all know this. Sorry, but sometimes I just get tired of hearing all this ranting and raving about hours because it's not always about the bottom line in your logbook. No two pilots will ever fly exactly the same hour.

 

Cold... its not about how good you are or resumes or skills or quality of experience.

Its about meat.

A few years ago there was all this meat on the street. It is a fact of life that DL widebody drivers on furlogh get hired before guys with only piston time.

Even for piston jobs.

So nobody got a job at 300TT. Not even a CFI job. Now all the major guys are recalled; or at B6, or FL, or NetJets or EK. The flowbacks are flowing through again. All the ATP meat have RJ jobs. All the experienced CFI meat have RJ jobs. All that is left is fresh meat with wet tickets.

You're meat. I'm meat.

Airlines like thier meat well done.

But they'll take it raw when that's all there is.

 

well spoken

 

Yep, that would be a good idea. Then the proverbail, you will fly with these low time guys or you wil be fired . . . Blah blah blah. Could you imagine a rash of Captains going to the FSDO explaining why they are doing this . . . Could actually open some eyes.

Remember:

§ 91.3 Responsibility and authority of the pilot in command.
(a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.

(b) In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.

(c) Each pilot in command who deviates from a rule under paragraph (b) of this section shall, upon the request of the Administrator, send a written report of that deviation to the Administrator

 

91.3 will keep you from losing your ticket, but it won't keep you from losing your job. Unless everybody gets on board, and then its a "job action". Don't forget the FSDO has signed off on the training program the newbies have completed. If you don't fly with than you're challenging the FSDO.. that doesn't sound like a really good idea.

"Hi, I'm from the FAA, and I have a really small **** I'm compensating for by being a real jaackofv."

 

For some odd reason, I'm hungry as hell from reading that post!!