daytonaflyer

I need some advice about what to do. I am an ATP currently flying as an FO on the Twin Otter for a small 121 airline. The Otter is twin turbine, non-complex, unpressurized, less than 12,500 lbs, and cruises about 140kts. My goal is to someday fly for a major airline, preferably Continental or Southwest.
Should I stay on the Otter and get an upgrade to captain in 4 months and then build 1000+ PIC time? Or would it be better to go to a regional and fly jets for 3 years as FO and then get the upgrade and build PIC time in a jet in 4-5 years?
I am debating whether to get the PIC time out of the way now and go to a regional in a year or so to get some jet time. Or should I just go to a regional now and get my seniority started and hope to upgrade in a few years? I just don't know if PIC time in a Twin Otter will be good enough.

Freightcowboy

Turbine time is turbine time however, pilot-in-command time is important cause it shows the regionnal you want to fly for that you can be a future captain senority permiting. There are guys out especially at Spirit Airlines where the F/O's do not have 1000Pic Turbine and it takes longer for them to upgrade versus having the 1000 Pic mark at a regionnal I've heard around 500PIc Turbine is a good number to get however with all the furloughs out there send the apps out and see what happens. Flying Part 121 will give you preferential treatment at interviews. Just what I've heard.

Freightcowboy

wjpilot

Stay where you are and get the PIC time.

FurloughedAgain

lol Where's this 3 year upgrade?

SkyHigh

Turbine PIC is all that matters.

Stay where you are. Upgrade and get your 1000 PIC and then go to a regional and fly the CRJ. Even as a regional new hire you could be applying to the majors while your captain has to wait to reach the 1000. By then you will be long gone.

SkyHigh

otter

I'm sure I work with you, there's not to many otters that fly 121. I'm pretty sure I'll give them my year then I'll leave. For me, I would rather get to a airline and get my #. Everything is based off that #. I still dont think otter VFR, PIC time is worth that much. We get passed by King and their 402's! However, I'm new, I may change me mind. But on the other hand, if we leave before getting that 1000 hours of PIC, it could be 5 years before we get the chance agian. So I'm still not 100% sure.

FlyerJosh

It's ME turbine PIC/part 121 time. There's nothing about that time that will hurt you in the future, and certainly it's better than ME Turbine SIC time, regardless of the type.

BoynamedSue

...........

FlyerJosh

Just one other thought for you guys... I spent 5 years at Atlantic Coast/Independence. Hired on in 2000 when the getting was good, with low time. I bid for upgrade at the first opportunity I had- then September 11 happened... then, before I could start class for upgrade, the fleet that I had bid into was retired and my upgrade cancelled. Then the industry went to pot, and the company reinvented itself (and failed), and then I was furloughed.

I went from sugar to $hit, and never logged any PIC time at the airlines. Only now, after getting my type rating, working contract, and now flying in the corporate world am I logging turbine PIC time. Moral of my story? Don't bail out on a sure thing unless you really have a reason to. Why leave turbine 121 time (regardless of how low on the food chain you feel) to sit in the right seat of something for an indefinate time? I know people that have gone from flying B1900's or DC3-Ts to flying 737's and A320s... perhaps you could be the first I know to go from Twin Otters to 727s or 717s?

nw320driver

Josh is right, Stay and build you PIC time. It shows that you can run the show. After that, if you are not happy, move on to be a RJ F/O. The job will be there. When things start moving at the Majors...... you will be ahead of the guys with only SIC time. Good Luck.