correct, I agree with you 100%.

Still out of wack that an EVA Air MD11 F/O cannot apply at UPS/FDX because he doesn't have 1000 turbine PIC, but they hire Beech-1900 and Metro captains. I hope I don't offend any Beech Captains outhere, I don't mean that in a bad way. I'm just saying experience like that should be taken into account and in Lieu of turbine PIC...But Southwest, UPS, FDX and other majors will never deviate from the 1000 PIC requirement ....

Feel free to disagree, just no flaming. Its just my opinion, nothing else

 

Which probably makes you a very qualified infantry officer. But it doesn't make you an airline pilot. Just like the decisions i've made as an airline pilot, doesn't qualify me to lead a group of men into battle.


When the airlines start publishing job requirements based on type of experiences, then individuals will be discussing those. Right now, it's not only quality of your working environment that count, but also the cumulative amount of those hours.

 

Hours absolutely show experience. They don't necessarily show proficiency or skill. However, the average pilot will have better skills and judgment commensurate with his total time. Are there exceptions? Yes.

 

On the experience question with regards to hiring. Would you hire a 1900 captain who's doing 6-8 legs a day, all hand flown, and depending on what part of the country, shooting approaches down to minimums constantly? Or hire a person who sits in the right seat and hits the A/P button on departure at 400' and turns it off at 100' .

Just my opinion aswell, but I've done both scenarios and I can tell you which one I thought I was a better "experienced" pilot, and I can tell you which one I know was less stressful.

 

I can say from personal experience being a "low time" pilot, it felt that sitting in the right seat with a more experienced pilot in the left was the best learning you can get. My captain has taught me a ton, and even though my time is still low, I know with the knowledge I learn in my current flying environment I will b prepared for when the time comes to move to the left seat. Hours are a good indication of where a pilot is at, but at the same time the experience that got them those hours is much more valuable. Hours usually just open doors for pilots.

 

vddfdfdSorry to hear about your friend but with all due respect, have you ever flown a Beech 1900 or a similar Turboprop? Those things don't even have autopilot from what I heard. Imagine flying at an altitude in which you're always in the weather and having to make constant decisions as a PIC. You're right, you can't compare the two, but in no way can you downplay one.

 

Hours are a measure... and just as the old military requirement to have 20/20 vision it is simply used as a cut off point.

Here is one for ya!! I am at the core.. military trained. USAF 85-86, when I graduated UPT and RTU and showed up at my unit I had ( including my PPL ) about 250 total hours of which 50 was civilian time. So roughly 200 hours military time. In the C-130 world in that time ( late 80's ) you were expected to fly about 400 hours per year and be ready for Aircraft Commander School upgrade at 1000 hours of total military time give or take a few. I upgraded, and flew my FIRST mission as an AC on a 5 week trip to the middle east. Pope AFB - Goose Bay - Frankfurt GE - Sigonella Italy - Azraq Jordan. 25 days flying in country... then back to the states. That was the reality of those times. When I got my first 121 job i had 1700 hours and was the LOW time pilot in my class.

I believe time, experience, training, types of aircraft flown, types of missions flown ALL contribute to a pilots marketability. But there will always be a hoop or two you have to jump through just because they can. Its just the way it is. I was once told at an interview for an ACMI carrier, that I lacked HEAVY JET international experience, didnt matter that I had nearly 400 hours flying on 5 continents in 20+ countries....my C-130 didnt count as HEAVY JET, again... fair...maybe not... but that was their requirement.

Many companies have requirements for hours in the previous 6 months and or 12 months....as it pertains to proficiency.

 

Having Flown the BE-1900 I know that the experience received flying that sports car is better than any RJ experience that I could ever have you are talking about no autopilot, no FMS, no GPS. aka when sh** hits the fan one has to fly and the other read and converse with the pilot trying to fly and make decisions.

 

Like someone else has said. Hours is a minimum qualification to apply... it doesnt mean you will get hired. If you think you will be more qualified then the next guy with the same # of hours due to your experience then fantastic... thats what the interview is for and that is what you should stress during the conversation.

You might very well be more qualified and have better experiences but numbers mean absolutely nothing except for getting you to the interview. Once in the interview you need to explain how you will be an asset. You really dont want airlines to completely throw out hours requirements because then you will get every tom, dick, and harry crawling out of the woodwork... at least with this system you get guys who are willing to set a goal for themselves and acquire the minimum qualifications.

places like delta have lowered minimums then others due to their relationship with the military. Most majors have relatively low time requirements that can be met in a solid 3-4 yrs at a regional. I wouldnt want to see any lower minimums at majors because i think it does weed out a lot of the pople who dont really want to be there.

 

If it makes you feel any better, a guy I know flew B-52s (also an IP) and was told at an ACMI interview that he didn't have widebody heavy jet int'l experience. Maybe he flew a lot of round trips.