Hudson Crash FO's Letter to USA Today
#71
Gets Weekends Off
Joined APC: Apr 2007
Posts: 3,803
I agree with this letter. While I agree with it, I think the change needs to start at the flight schools. You shouldn't be able to leave a flight school as a student with less than 250 hours. 141 Training schools should have students graduating with near 500 hours. Then going on to instruct or whatever to get experience. Getting hired at an airline though should be closer to 2000 hours.
#72
No, admitedly I didn't pay for my ATP.
But, when I was first hired at a regional I had 1283 total hours and 205 multi-engine, plus my ATP written done. If waiting another 217 hours to get on with an airline would have meant better pay I would have gladly flight instructed/flew charter a few extra months and paid a few hundred bucks for an ATP check ride.
Long term I think ATPs to get hired part-121 is a good idea.
But, when I was first hired at a regional I had 1283 total hours and 205 multi-engine, plus my ATP written done. If waiting another 217 hours to get on with an airline would have meant better pay I would have gladly flight instructed/flew charter a few extra months and paid a few hundred bucks for an ATP check ride.
Long term I think ATPs to get hired part-121 is a good idea.
#73
Gets Weekends Off
Joined APC: Apr 2007
Posts: 3,803
Problem:
Power levers left at idle, airspeed decay...
Cause:
Icing???
To the thread- there is a new generation of pilots that, because of market need and the advances in automation/safety/warning systems, do not need 3000-4000 hours of piston to safely fly today's jets/advanced t-props.
They need proper mentoring...
Power levers left at idle, airspeed decay...
Cause:
Icing???
To the thread- there is a new generation of pilots that, because of market need and the advances in automation/safety/warning systems, do not need 3000-4000 hours of piston to safely fly today's jets/advanced t-props.
They need proper mentoring...
And if they can't maintain airspeed, altitude and heading, they need to look elsewhere for employment...
#76
American air travelers deserve experienced, qualified professionals at the controls of their next flight.
I think we all know the answer .
Fred
#77
#79
Originally posted by Sniper
Don't want to be a CFI, have no talent for teaching, have bad eyes so the military doesn't want you? Fine. Go fly piston freight with your commercial license. Just don't expect you should be able to perform as a airline pilot without being licensed as such.[/quote]
Sniper I am missing your point. No pun intended but IFR 135 can be challenging.
Don't want to be a CFI, have no talent for teaching, have bad eyes so the military doesn't want you? Fine. Go fly piston freight with your commercial license. Just don't expect you should be able to perform as a airline pilot without being licensed as such.[/quote]
Sniper I am missing your point. No pun intended but IFR 135 can be challenging.
#80
Gets Weekends Off
Joined APC: Oct 2008
Posts: 1,530
No, admitedly I didn't pay for my ATP.
But, when I was first hired at a regional I had 1283 total hours and 205 multi-engine, plus my ATP written done. If waiting another 217 hours to get on with an airline would have meant better pay I would have gladly flight instructed/flew charter a few extra months and paid a few hundred bucks for an ATP check ride.
Long term I think ATPs to get hired part-121 is a good idea.
But, when I was first hired at a regional I had 1283 total hours and 205 multi-engine, plus my ATP written done. If waiting another 217 hours to get on with an airline would have meant better pay I would have gladly flight instructed/flew charter a few extra months and paid a few hundred bucks for an ATP check ride.
Long term I think ATPs to get hired part-121 is a good idea.
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Freightpuppy
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01-28-2009 09:56 AM