No Problemo...

Unless you're referring to the 2 plane 121 operation in Guam, Cape Air shouldn't be mentioned in the same sentence as the above. The single pilot 402 operation is scheduled 135 and it requires the pilot to have their ATP.

Seriously?! Build your time like everyone else has done, get your CFI and actually learn a thing or two! Why do you people think you should slide right into a RJ or turbo-prop? This grandfather clause B.S. is absurd! THE GENERATION OF ENTITLEMENT!

True, some EXPECT the job with a wet commercial but many just want to know how they are going to be affected. If I can go to SkyWest or whoever with 1000tt vs. 1500tt, or get on now knowing we'll be grandfathered vs. furloughed. I want to know.

:-)

I'm not even sure there are any Guam pilots with less than 1500...

If that's the way you feel, do all of us professional aviator's a favor and get the **** out of the industry. I have over 15,000 hours and try like hell every leg, every day. If you think at 1500 hrs you have earned your right to ***** and moan you are sadly mistaken.

1. Decision making. When you have to make the call on things that could seriously affect people's lives (even if it's just your student), it's a big deal.

2. Emergency procedures. When the **** hits the fan for the first time in your career, it shouldn't be with 50 paying passengers in the back.

I agree with many of your thoughts sky, but you're off your rocker here. Yes, part of the job of captain is mentoring - but in a 121 operation it's not supposed to be one of hand holding and flight instruction.

The dimwit public thinks that they are getting two fully qualified and capable pilots up front, not one pilot and an apprentice (and this is a reasonable expectation). The aircraft are certified for two pilots, not for one plus an informed observer.

To be an effective back up, you need to be capable of doing the job yourself, not feeling your way through with both hands.

The best way to become an effective member of a professional aircrew is to first become an experienced pilot, then apply those and other skills in a crew environment.

I'm writing the following to honestly try to help you understand the answer to your questions.

-First off, don't knock the many different flying jobs out there. While a crop dusting pilot may not have the highest level of proficiency flying an ILS, he will be a pilot that is very precise and comfortable with recovering from unusual attitudes as might be encountered in an upset in a larger airplane. He will also have alot of hands on flying that may put him ahead of his peers when accomplishing performance maneuvers such as a V1 Cut.

-The fact that you are questioning the validity of flying a 172 with respect to flying a larger airplane tells me that you honestly need more time flying a 172 to understand that even after 1500 hours, you won't have it all figured out. It is at about that point that you will probably realise that you have much more to learn. Then you will be ready to move on with open mind and ready to learn as much as you can as you progress on to a new aircraft and an operation that involves new challenges.

-While most Captains are certainly capable of controling the aircraft while operating as a single pilot, most if not all will tell you that operating a transport category aircraft especially in the part 121 world is a two pilot operation. Automation malfunctions. Pilots make mistakes that are almost always caught by the other pilot. While there is always mentoring going on, it is not supposed to be a single pilot operation with a brand new pilot grasping to the static wicks on the tail trying to keep up.

Again, this is meant to answer your questions above and is not meant to be condescending in any way. I wish you the best in your current flying and ask that you try to learn as much as you can early on while trying to have fun. You are now building the foundation of the pilot you will become for the rest of your career.

I wish you the best of luck in persuit of you career. Above all else, try to thoroughly enjoy your journey along the way. At the beginning, that is why we all started this career. The people who seem satisfied at the end are the ones who enjoyed the flying and experiences along the way.

Good Luck.

I know there is no crystal ball but how will this exactly play out? Will regionals get rid of FOs that don't meet the 1500 hrs. Do the airlines see the impending dilemma coming? I'm kinda stuck in the middle of this as a CFi with only 800 TT, guys ahead of me are getting hired but with the mins going up its like I keep missing the train! I've just come to the realization I'm SOL till I hit 1500. I'm grateful at least to have a gig that's pushing me closer.