We've had close to 30 captains leave in the last eight months (about 25% of Colgan's captains) for large-jet airlines, including Southwest (3-4), Continental (5-6), Airtran(close to 10, maybe more), Spirit, Gemini, Ryan, NetJets, ABX, and others. I'm not aware of any captain who has left to go to a jet regional. Some were captains from '99 hire dates, but a lot were from '01 through '03. I'm not aware of an '04 captain that has left yet, but a number of them have their 1000 pic and are beginning to get close to being competitive. We have had several four and five year Eagle FO's come over to us because they were tired of waiting for upgrade. And several of the Chicago Express street captains (a great group of pilots!) have left to bigger jet equipment.

I think in this age of RJ's we tend to forget that just 10 or so years ago many civilian pilots came out of a turboprop for a major airline. I've been told by hiring managers and hiring captains (specifically at Airtran and SWA) turbine PIC time (and recommendations) is everything and whether that time is in an RJ or a SAAB makes no difference to them. That said, realize I fly a SAAB hoping it's true, and maybe I'm just hearing what I want to hear! :D

Who went to SWA from Culligan? PM me! I heard of interviews but I didn't know anyone went!

But from what I hear Culligan is good to upgrade at. The upgrade time in the SAAb will be at about 18 months...not too bad. Things have slowed....and the rate of successful pass rate on the ride has been about 25%. So the training department is most likely looking at changimg things....just what I have heard from a guy i know there.

I do have my real estate license. My last job was with a big firm, not what i wanted though. This is some great gouge. I am a little father out than you guys. I probably wont be hitting a regional for a year and a half. I still hve to go through training.

WEACLS ......... what about PIC Turbine Time in a Caravan?
Should i stay where i am to get the notorious 1000hrs Turbine, or get the hell out and start building Multi Turbine?
I guess what im trying to say is, do they care if its single or multi PIC turbine?
thanks

I fly the Saab at Colgan and enjoy it a lot. I've also been in the cockpit of jets. I'd say that PIC turbine in a jet would be better OVERALL simply because it would prepare you a little more with an FMS. That is it though. The automation in a jet makes it easier to fly, not tougher. I think you might be overemphasizing the high speed/altitude thing also. Slow to 250 below 10k, reset altimeter to 29.92 at 18k....thats really the big difference. You learn to get ahead of ANY airplane to make your life easier. You go from a 152 doing 60 on final to a Seneca doing 90-100, to a King Air doing...well you get the picture.

Stuff happens faster in the jet, primarily in the departure/approach environment ,and you don't get much seat-of-the-pants feel. Not just the FMS, but almost everything is menu-driven so that's a different mind-set too. Not everyone can do glass, so some companies want to see that before they hire you.

Boy, I don't know for sure. I haven't had that conversation with an hiring folks at a major. I know you would be picked up at a regional as long as you had 80 or so hours of multi in something. If I hazard to guess, with the exception of military single engine fighter turbine time, I think the major airlines really expect the PIC turbine requirment to be multi-engine.