Regional Advice
 

If you've got talent, treat the regionals like graduate school. Get in where you can upgrade quickly and graduate (Multi engine turbine pic) and then get out.

QOL, work rules and crew meals don't mean squat switch to your future major airline's hiring board.

Respectfully.

Lots of discussion on this very topic...I smell flame-bait! I'm staying out of it :D

A non-bait attempt
 

Assuming the airlines do the right thing and reduce/eliminate the terribly fuel and airspace inefficient RJs in the next 5 years:

If you've got talent, treat the regionals like graduate school. Get in where you can upgrade quickly and graduate (Multi engine turbine pic) and then get out.

RJ QOL, work rules and crew meals don't mean squat switch to your future major airline's hiring board.

Respectfully.

You're still talking about Jobs being lost, whether it opens the door for a few at mainline or not...there's no easy way to get rid of America's fleet of RJ's.

Agreed.

In a greener world, the Q400 would be the RJ killer. Send the RJs to China. Or maybe Bombardier could deal with Embraer to both drop the gas hogs and co-manufacture the Qs.

A 73 at 410 and .79 burns about 4300 pounds/hr with 137 pax.

The Ejets, ERJs and CRJs waste a lot of fuel per passenger mile.
(the worst, but they're all a close second, CRJ2 @370, .74 burning about 3000 pounds/hr with 50pax).

Anyway, I started this thread for those that debate which place to build time for their ultimate goal. Some airlines will hire candidates with 7 years of regional jet sic time, but at this time, the majority don't.

I agree up until the point that you're so burnt out flying for a crappy operation that you don't want to fly anymore. I hear a lot of guys echo the same thoughts when they decide to sacrifice a good contract for poor QOL and a quick upgrade. Next thing you know, they're lateraling to another regional. If you're at a great company with a short upgrade, the more power to you.

Sure, if you're young,unattached, and don't mind getting yanked around, go for the quick upgrade at a sketchy company. However, just like graduate school, GO TO ONE THAT FITS YOUR LIFESTYLE. Again, I don't want to sound like all quick upgrades are due to a bad operation, but some are.

Your advice is great for those like you, however I prefer my work rules and duty rigs over making it to a major a couple years earlier. I have the time and money to live the way I want for now, so it's a personal decision. Not everyone is dying to get to a major airline to fly until they drop dead.

Not trying to be confrontational. Your insight is valuable, but I'm just trying to shed some light on the other side of the coin!

You make a great point, some quick upgrades are due to a bad operation.

I remember listening to pilots in 2000 that wanted to wait until they could hold a line as a captain because they didn't want to get yanked around on reserve.

Those same pilots watched their pals that took the earlier upgrade, at their company, qualify and leave for "better" pastures, while they were stuck when the industry turned down.

Nothing is certain. Risk-taking rewards some, and smashes others in the face.

I personally agree 100% on this one. To each his/her own, but my bid is aligned to hold CA/RSV CA as soon as possible.

Also, just for discussion's sake, I'll comment on your contention that those who tried to avoid RSV CA in 2000 got screwed.... I know about ten Great Lakes guys who went for the quick and dirty upgrade in 2000 hoping to get on with a major quickly. Every one of them is at another regional. Same risk, just another facet of the equation.

I totally agree with getting left seat time, though. Just thought I'd add that some who went for it in 2000 got screwed too, as they could no longer stand the schedules at GLA.

How long is the initial training unitl you take your checkride at GLA?