Thanks and great point regarding a likely training contract at a 135 carrier. Do most 135 carriers impose a training contract for their initial training given to FO’s if any applicable type rating is SIC-only? Or are training contracts usually only required by 135’s following upgrade training and/or full (PIC) type rating training?

To your point about seniority, someone (outside this thread) also shared that building time toward ATP mins as a CFI would almost certainly happen faster than at a 135 (ie, hours per day). I’d like to get some experience managing operational risk & seeing the world go by a lot faster by doing something other than instructing, but Part 91 when possible (while instructing as my main/primary role) may well end being a better way to go than 135.

Thanks a lot. I’m usually wired the exact opposite (I think too much & ask too many questions), but I can see how this would be an easy/comfortable mode to adopt, especially at that mid-level FO seniority when you’ve reasonably comfortable with the jet but upgrade still seems like something for tomorrow.

Thanks - I’ve heard some rough stories about personal situations leading to initial failures (V1 cuts would be more ‘sporty’ for anyone with the lyrics to Kenny Rogers’ “Lucille” subconsciously running through their head at the same time).

All the same circus different tent, you can only polish a turd so much...it’s still a turd. Go to the one that offers you the ability to drive to work. Get your time, get out.

Reference staying in the books. It’s hard, but try to devote some time each month to recurrent training. Redoing some CBTs, reading a chapter of the OM while DHing before you binge watch. Break out the QRH or immediate action check list in cruise for 5 minutes. Something to stay in the books.

Amen & thanks - I seek nothing but the tallest midget (haha) for my situation

Thank you - makes a lot of sense that being the tortoise would pay off toward developing competence/proficiency, instead of being the hare as recurrent nears, and Family Guy will still be there in 20 minutes on that DH or commute.

You definitely build time faster as a CFI but the experience at a 135 is more useful overall I believe. The people with previous type ratings and/or 135 training seem to have an easier time in training from what I've seen. Big difference between an ILS at 90 knots under the hood and doing them in IMC down to minimums (what seems like every day in ACK) at 130 knots. Not sure how it looks on a resume for moving on. I'm not that far yet. Overall I'm glad I did it that way. I still instructed on the side on my days off and made up the time difference that way so it didnt take as long. Either way in the beginning you have to put in the work and grind to get to that first airline job as soon as you can.

I personally think it helps. My 135 wasn’t in jets, but it was in a twin hauling checks M-F. As the pilot told me in my regional interview, “You haven’t killed yourself or scared yourself out of flying so I guess you’re alright.” Every varied experience you have in aviation helps build your bag of tricks and understanding as long as you learn from it. Learning new airframes and new procedures becomes easier. Shooting approaches to minimums, doing complex missed approaches and dealing with emergencies or curve balls is less demanding.

Thanks a lot and that makes a lot of sense - quality versus quantity.