New Minimums For All
03-07-2009 | 04:01 PM
#101
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From: 767A (Ret)
That sounds low
300 hours TT may have been the minimum to apply, but I'd be surprised if anyone actually got a job with the majors during that era unless they had several times that amount or unless there were "special circumstances". The market was flooded with ex-military guys from the post-Vietnam drawdown, and my 1979 DAL class averaged over 1500 hours turbine time. In the early/mid 1960s, yes, they were taking guys with only a few hundred hours.
03-07-2009 | 07:29 PM
#102
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From: Furloughed Righ Seater
In the near future the ONLY min requirement will be a furlough letter and recall rights. Outside of that, why bother, you got some time just build what you can and hope it comes close.
03-07-2009 | 07:53 PM
#103
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300 hours TT may have been the minimum to apply, but I'd be surprised if anyone actually got a job with the majors during that era unless they had several times that amount or unless there were "special circumstances". The market was flooded with ex-military guys from the post-Vietnam drawdown, and my 1979 DAL class averaged over 1500 hours turbine time. In the early/mid 1960s, yes, they were taking guys with only a few hundred hours.
03-07-2009 | 07:54 PM
#104
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It's interesting to note that SKW has been one of the few carrier’s that’s been reluctant to lower their hiring minimums in response to changing market supply and demand. Yes, I know they made an exception and lowered their mins to 850/200RJ for a time. But in general though, their standard hiring minimums have been set at 1000/100 for the longest time. I think that should give us a good industry bench mark of what real bare bones minimum experience is needed in a 121 environment.
03-08-2009 | 04:58 AM
#105
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From: 744 CA
Who says I have to justify it. An AIRLINE TRANSPORT PILOT certificate should be the minimum to fly scheduled 121 airline service. I am allowed my opinion.
03-08-2009 | 05:33 AM
#106
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From: whale wrangler
1000 TT and 800 ME and 60,000.00 a year
What's the point of just building up SE time when you could be building ME which is far more useful?
200-260 SE and then ME for the rest of the time.
Just my .01 cent.
Fred
What's the point of just building up SE time when you could be building ME which is far more useful?
200-260 SE and then ME for the rest of the time.
Just my .01 cent.
Fred
03-08-2009 | 05:51 AM
#107
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Other-wise, that is a large amount of MEI'ing in the current fleet of aging seminoles and aztecs.
03-08-2009 | 05:58 AM
#108
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From: whale wrangler
Are the school's having problems with getting student"s?
03-08-2009 | 06:14 AM
#109
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Students in general (in my area): No.
Multi students? Yes. In my opinion, due to the proliferation of cheaper, faster GA airplanes like cirruses, G36 Bonanzas and Cessna 400's, multi engine ratings are way down. Pretty much the only people to get ME add-ons any more are aspiring career pilots (whose numbers are way down due to the economy and inability to get loans)
There are exceptions to this, but that seems to be the rule. Any buying of multi time, even if you split it half way comes out well north of $100/hr.
Multi students? Yes. In my opinion, due to the proliferation of cheaper, faster GA airplanes like cirruses, G36 Bonanzas and Cessna 400's, multi engine ratings are way down. Pretty much the only people to get ME add-ons any more are aspiring career pilots (whose numbers are way down due to the economy and inability to get loans)
There are exceptions to this, but that seems to be the rule. Any buying of multi time, even if you split it half way comes out well north of $100/hr.
03-08-2009 | 06:44 AM
#110
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From: 767A (Ret)
Advertised vs. actual
I wish I still had the paperwork and the ad from the paper I believe when I applied. Uh, yes it was 1977, they were looking at a minimum of 300 TT, of course they also wanted the Comm, Instrument, Multi in the bag already. I ain't that old (56) that I don't remember when I applied along with 30,000 other applicants.
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