You know it’s not the same as 121. Different requirements on almost every single level. Please don’t play stupid.

Mmmmm….I certainly wouldn’t call him stupid.
Next to Rick he’s one of the most level headed guys here.
I’ll take the bait, how is it different?
Approved training providers, testing, checking, POI’s, record keeping, duty and rest rules etc etc etc.
Like how is a BBJ on a 135 certificate different from your 121 ops?

This thread is the **** show that I expected it to be. Bottom line is for all those people saying that you can't prove that the 1500 hour rule is responsible for America's impeccable safety record since Cogan, well you can't prove that it hasn't been a significant factor either. Also you act like Cogan is the only reason it came about and ignore all the accidents and incidences before that were a result of bad airmanship and poor aeronautical decision making.

Regardless of the impact if the 1500 hour rule if you are a pilot and you are against it then you are an idiot. Someone who loves bite off their nose to spite their own face. Perfect airline management material.

Quite some assumptions there.
Let me ask you this, how many of you were against it when it was a proposed rule?
At 250 hrs you still need to pass training, a type ride, OE etc etc etc.
Why would you want to put a completely arbitrary number there?
HTF does doodling around help you in a 121 world? It’s a different universe.
Like you failed your Private and your Instrument 25 years ago, it’s ludicrous to hold that against somebody.
A degree in underwater basket weaving or god forbid, Liberal arts….smh

probably not much different. But you do understand that part 135 also includes Cessna 207 operators in Alaska, right? To compare that directly to large jetliners in Europe is ludicrous

‘Come on man, you know the FAA has loose oversight of 135 operators to the point that many of them get away with shady stuff because of it. Barriers of entry to getting a 135 certificate is also much lower than getting a 121 operating certificate. There’s a big difference between 135 and 121 certificates.

So whose fault is that?
There’s as much shady stuff going on in 121 as there is in 135.
That was a dream shattered when I went from a ‘good’ 135 operator to a ‘shady’ 121(s).
I was seriously taken aback that scumbag operators could make it to that level in commercial aviation.
That’s because somebody lets them.
F-A-A

Consider this: Dropping part 121 hiring minimums to 250 or 500 hours will *WIPE OUT* the current supply of CFI’s. Who will then be there to train the next wave of pilots??? And the next, and the next, and the next.

For the regional airline industry, lower hiring minimums will be a short-term gain,….. with LONG TERM PAIN,…. for the ENTIRE aviation world.

Not to be a pain but how much do you know about “Airline training” in Europe?
https://www.pilotcareernews.com/blac...avia-training/
The MPL program mentioned in this article is 22(!) months. Then it’s right seat 737.
Thats a far cry from a Part 61 3-months Commercial then right seat Regionals.
Same number of hours.
You tell me if there’s a difference.

The difference is that once you get to the right seat of an airliner, there are some things which you stop learning because the operation is safety buffered to keep you away from many "learning opportunities".

The bigger the airliner, the less opportunity to learn basic airplane stuff. Long haul is mostly computer programming and plotting ETOPS waypoints. Maybe a landing every few weeks (or maybe just a quarterly trip to the sim).

IMO book learning and computer programming don't make up for lack of airplane experience (I'm well educated and I even know how to write code).