I remember feeling invisible at 500TT with about 150 of dual given. Once I hit 1000 and got into my first jet I remember looking back and thinking man i didnt know anything at 500. Same thing at 1500TT. Now at 2300 with an upgrade around the corner Im still thinking the same "Boy glad i didnt have to make this or that descision when i only had 500TT or 1200TT it could have very well been the wrong one." Im sure ill think the same when get 4 or 5000TT, honestly I hope i never stop feeling that way. When these Tcat jets are certified it is under the consensus that an average pilot with average skills can perform the reqired manuever. (ie v1 cut) Thus the whole point of having to get a type rating. There is no doubt in my mind that after a certain amount of time in type a guy with 500TT could fly a jet to the same standards of a guy with 5000TT. Flying is the easy part, what cannot be taught in a classroom or sim is descision making skills. I think you can only gain that experience through experience IE flight time. This is only my opinion im sure ill get a little flame for it oh well.

 

Actually I think that's a pretty good point. In any airplane you push forward and the trees get bigger, and you pull back and they get smaller. It's the decision making skills that are lacking with low time pilots. With VERY low time pilots there's a deficit of both stick/rudder and decision making skills. You don't know what you don't know until you get more experience...If you can realize that fact, then you should be able to figure out when it's time to advance. For most people, 500 hours is not that time. There will always be exceptions to the rule...

 

As a former low-time-pilot, and low time captain, i have experience with both being lower time (was 700TT when hired) and flying with low time pilots, guys as wet as a commercial multi. Honestly, if i had to put money on who was going to perform when the time came around, i'd put my money on the guy with 1000Hrs, vs. the guy with 250. The decision making skills are a big difference, and as stated, stick and rudder can make a difference also.

What i'd say makes the difference is experience. And each different experience set brings something unique to the table. A guy straight out of training, has the knowledge of a mostly competent other pilot in the airplane, may have very little pilot in command experience, little real world weather experience, etc. The 1000hr CFI will probably have some more PIC responsibility on the resume', more well rounded flying, and possibly more emergency experiences. A guy hauling checks single pilot, IFR will have more experience than either of the other two.

If you look at other careers, it's all about experience too. I think what makes pilots different is that the standards are so over the board that no-one knows what they'd consider "typical" or "standardized". Commercial pilot license is the minimum, but because our Unions have never placed any requirement, say, a journeyman position, or a tier that you had to ascend in order to break into the industry, then the companies will hire at what they want and we'll be bickering about it forever. My wife's cousin is in training to be a plumber. He apparnetly finished one of his tests, has a job with a plumbing company, and will be an "apprentice" for the next four years while he's building experience to be a licensed plumber. Apparently, some guy who worked for this company before told individuals that he WAS a plumber, before being certified, and the company quickly fired him. So, Mr. Cousin-in-law was quick to tell us that know, he's not a plumber, but a plumber-in-training. Maybe we need that as well...I think the order will go.

-Super Captain (we might have to come up with another one above this to feed egos)....they'll get five stripes
-Captain (four stripes)
-Pilot (three stripes)
-Pilot-in-training (two stripes)
Benchwarmer (no stripes) you're one below the flight attendant...maybe given during training.

 

I don't think hours matter all that much. It's quality, not quantity that matters.

I have just over 8000 hours. I fly with guys who have >16,000 hours. Are they twice as good even if I have more turbojet PIC?

I know an Airbus A319 FO who has just over 1200TT of which 700 is international, overwater, class 2 nav time in the A319.

Is he better than a CFI with 2000 hours who's total time is in piston a/c?

First of all, you have to define "better".

Is he more knowledgable and more experienced?

I'd say so!

AL

 

The mindset of our service men and woman is second to none when it comes to training and duty. I only wish that our newest generation of whinny, give me give me give me entitled punks would take a moment to grasp what you have written.

 

[QUOTE]
He is certainly more knowledgeable about international, overwater, class 2 nav stuff.........but I'm sure the 2000TT CFI is more knowledgeable about a whole different aspect of flying.

I only point this out to agree with you btw. Just as it is difficult to define what "better" is - I'd ask what type of flying is "better"?

USMCFLYR

 

If you keep pulling back, eventually the trees get bigger again.

 

I would say that 4 hours in a saab is much more valuable than 4 hours in a CR9. 4 cycles vs. 1, so 1000 hours in the saab is equal to 250 in an rj, and your experience argument in terms of hours goes right out the window, infraction please

 

Isn't the Saab like flying a glorified seminole? You just fly around smashing bugs all day. The 9 however...the 9 is AWESOME!

 

Infraction???
I'm hoping what you said is accurate!
I got a majority of my flight hours about 1.2 at a time!
I'm hoping alot of people feel the same way you do.

USMCFLYR