Don't know if it is mistaken but I'm right seat in the G550 at FS, as for your question.

I have made decisions with the the Captain giving his input if he felt something could be done differently. I also observe his decsisions and why he went about doing it this way or that way and I am gaining some great real world experience.

I do realize there is a big difference between the seat trust me, I'm # 12 in my family out of 14 pilots. However, going back to the original post and my point on quality over quantity, how do you feel about someone like me jumping into a CRJ vs the 1,500 TT CFI punching holes in the sky with a 172. I am not putting anyone down in that position. I have been afforded amazing opportunities because of my family.

Just trying to get opinions on people who might not have 1,500 but their quality of time is up there.


How about these ATP guys getting all their ratings in 90 days and being offered interviews...?

I agree that the quality of one's experience needs to be considered relative to their TT; in fact I'd say quality of experience is far more important than a number in a TT column.

That said...while you might have a CE500 type and a current 8410 in a simulator...you're not a 135 captain and have not had to make the operational decisions a 135 captain (in a Cessna 210 or a Global) has to make.

With your background, you would not have any problem whatsoever successfully completing any 121 initial training program. And you probably wouldn't have any problem your first year...but:

If you did have trouble, it would likely be during IOE and/or and your first couple months of line flying. Specifically with crosswind landings, staying ahead of the airplane in all conditions, traffic patterns to visual approaches, and weather avoidance/mitigation. Some of this will be due to a new airplane, others will be due to a lack of real-world flying experience.

Please do not take this as an affront to your experience because it is not; I say all this as a guy who myself had 600+ hours of Level C/D sim time with a year in a major airline training department with 1100/100 and a 61.55/50+ hours in a Beechjet when hired at Air Wisconsin.

You really wanna stay in that FSI Gulfstream sim long enough to get the type anyway, then you can get a job even with your low TT (might be overseas) that pays a hell of a lot more than a regional airline gig.

As long as you know what you don't know, you will be JUST FINE.

Good luck!

I have quite a bit of time as PIC from my former career and in my current position I am in the same boat as you. I spend about 40/60% of time between left/right seat. The right seat is actually considered the 'mission commander'. I watch and learn, when given the opportunity to run things I come up with all the plans and then the true PIC changes the plan as they see fit and I learn from the things they change. I do a majority of the paperwork and then save it for later proofing by the PIC before actually sent to the Operations Center. My point in sharing all of this with you is that while I am oing all of the same things as you, I know from experience that it will be a whole different ballgame when I am actually the one signing for the plane, responsible for the mission, and signing the reports. It will be a good 1-2 years before I take my checkride and then at least 1 year AFTER the checkride before actually being asigned as a PIC.

I'd like someone with your systems experience, crew and jet operating experience and the CFIs decision making and instructing experience. A combination of the two :)

Most people don't agree with the increase in qualifications because it directly affects them nd their career progression. And for what it is worth, I don't think someone coming out of military training/fleet tour without 1,500 hours ought to be given any reduction in hours waiver either. Get your required times in the military or get out and do some other type of flying to get those last hours remaining.

USMCFLYR

I can completely agree with what you are saying and take no offense to any of it. My biggest thing I wanted to over come before I stepped foot in the Citation sim was staying ahead of the plane because I knew how quickly I could blow through 250kt etc.

However, I see you speak of things like x-wind landings visual app, traffic pattern. I think I might get that more often then some airline pilots, I'm not going into big name airport all the time, a lot of time it's places like east hampton and no name mid west state airport with no papi or anything and runways that are sometimes 75 wide by 4,000 feet.

I am in no way saying I am and pro flier by any means. But I think my 135 experience I have had thus far has been good and tested me seeing as how I'm not always going to airports that are well maintained, have 9,000ft runways or really any nav equipment.

[QUOTE=USMCFLYR;1017534

I'd like someone with your systems experience, crew and jet operating experience and the CFIs decision making and instructing experience. A combination of the two :)



USMCFLYR[/QUOTE]

You know I like that you said this. Again not to see like gods gift to aviation but I I am great friends with the CFI's and my families flight school and some of them to come up to me and ask me, hey do you do this, how do you go about this, what is it like to do this. I can see were all those combinations would make for a great teacher. WHich is probably why is was really beneficial that my father was my instructor.

Getting a 500-series Citation with a Vref speed that is below 110kts @ max weight into 4000x75 is a wee bit different than a CRJ-200 with a max landing weight target speed of 147kts (and not that much lower at lower weights) into some of the smaller airports regionals operate into. Combine that with the fact some controllers try to space you fast and high like a turboprop and things can get hairy pretty quick.

CRJ-200 in and out of EYW was always an eye-opener...a non-event if flown by the numbers, but still, that runway was frickin' short at CRJ speeds!

But yes, I do believe your experience would make you more 'valuable' in an RJ cockpit than a 1500hr pilot with 1200hrs as a piston CFI, provided your attitude was one of humility.

You should try it in a A319!! :eek:

Mandatory medium autobrakes and if no touchdown by the 1000 ft markers it's a mandatory go around. Talk about a carrier landing! :D

Boiler Up

How about EYW in a B727-100, tinkering fuel from MIA?

GF

I've forgotten most about the 727 despite three years of it beat into my head, but the -100 held something like 54,000lb of fuel, right? And the burn for the ~100nm trip probably in the 10,000lb ballpark, right?

I seem to recall the 727 stopped pretty decently for that size airplane, and I don't remember approach speeds in the 140kt+ range, even at mid-weight...but I've been wrong a time or twenty before :D

Takeoff with -7 engines, on the other hand...:eek:

I've landed a 727-100 on 9R in PHL and turned off at Z. That's about 3000 feet. I'm sure pax wouldn't care for it much, but I think you could stop even shorter in one.