^^^^^^^^^^^
[off topic]

 

hmm..ok..so I should probably apply for F/O positions then...
I'll try it...It's not like I have anything to lose.

 

In my opinion with 250 tt you should not be anywhere near a Jet with passengers on it. There is so much to learn about aviation that someone can learn from flight instructing for 500-600 Hrs, then taking the next step onto a turbo-prop/multi 135 job. Hurrying into it will not only make these candidates look bad in training and on line, but will also kill their confidence for later down the road because they never took the time to learn all the aspects of aviation prior to being a "professional pilot". It is a profession you have to earn, NOT BUY YOUR WAY INTO!!!!

 

do you guys really think flying an RJ in for a 121 carrier is harder than single pilot 135 cabin class twin flying? Not a rhetorical question, I just would never have considered the two in the same category, the latter being much harder

 

Until you fail that 121 training program and have to carry that big black mark around with you to your next interview.

 

Not in the 727.

 

If you think you're ready, go for it. If you get hired, someone else thinks your ready too, and try your best to prove them right.

If not, go CFI until you are.

Comes down to this:
Scenario 1: You are an FO and have 250TT at IOE. The Capt is going to think you're new and don't know what you're doing.
Scenario 2: You are an FO and have 2000TT, 1750hrs as a CFI at IOE. The Capt is going to think you're new and don't know what your doing.

The difference between Scenario 1 and 2: When the FO in scenario 2 starts flying 121, the FO in Scenario 1 has 3 years of 121 experience, seniority and $$ under his belt.

Just a thought. I'm glad you guys take such responsibility with your skills, and aren't applying, but if you think you are ready, and can get hired go for it.

Spongebob

 

Here is something I think a lot of folks don't really realize. If you jump at the first thing that comes along (which you will have to at 250 hours) you will more than likely end up at a crappy company like Pinnacle, TSA or Mesa. OK, great, you're at that 121 gig building your time in a nice shiny jet telling your friends back at the flight school how great life is. But a year in you realize what a sh!thole you are at and decide to jump ship to SkyWest, XJT or AWAC. Now while you were off trying to find a cure for your SJS, your buddy waited 6 months to build time CFIing before going directly to one of the better companies. Now he is 6 mos ahead of you on the seniority list, will upgrade before you do, has a smaller risk of being furloughed and maybe has paid off some debt while you were acquiring it with moving expenses, uniform expenses, luggage and flight cases, etc etc. Who made the better decision?

 

I think the important thing is that the new F/O realizes that he/she has a LOT to learn. Whether you have 50,000 hours as a CFI or 220 hours total time fresh from a 141 program. A lot of guys get their 1,000 hours or 3,000 hours and think they know everything. That's a bigger problem than the 250 hour guy because now you have a mind set to do it a certain way.

The argument has been made for CFI experience for knowing the VFR traffic... at 250 hours you have a pretty good idea of what traffic is going to do.

It's more important what kind of flying you did IMO and how comprehensive your training was. A pilot from a major 141 program will probobly know more at 250 hours than a part 61 guy just because of the large amount of classroom time involved. I had classes for my degree that were directly related to things that are good to know for aviation.

If you can get hired and make it through training with less time, then good for you. I'm all for it.

 

Since the minimum age for the atp written is 21, I can't have that done for the next two years. Meaning, I'd have to CFI or w/e else there is till then? So that route would take me down to scenario 2. I think it's a great idea if they'd hire with minimums that low. IF I actually did get a call (doubt it though) the only problem I would have would be 121 training and ATP related ?s. I think i do have an asa test prep somewhere that I got for a two year head start. Don't know if it matters that I flew right seat (was not required) on 135 operations just for a few lucky hours. Well guess we'll find out whats gonna happen....