Street Captain Regionals
12-18-2015 | 01:47 PM
#61
Gets Weekends Off
Joined: Jul 2013
Posts: 12,533
Likes: 1,129
You DO realize that the majority of military pilots, particularly AF guys, have been doing CRM for a very long time in dual cockpits? (Excepting fighter guys and some helos, of course)
One of the main reasons the majors love military pilots is that they work very well in high-stress, dual-pilot situations without giving it a second thought.
One of the main reasons the majors love military pilots is that they work very well in high-stress, dual-pilot situations without giving it a second thought.
12-18-2015 | 02:36 PM
#62
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Joined: Sep 2015
Posts: 519
Likes: 0
One of the most considerate posts I have seen on these forums yet. I would advise you, however, to have the mods edit your post and remove your email addy. PM him instead. For your own peace of mind.
Kudos to you!
Kudos to you!
12-18-2015 | 03:59 PM
#63
Thread Starter
New Hire
Joined: Dec 2015
Posts: 9
Likes: 0
From: None
I am really appreciative to his and other helpful posts and PMs from those on here. I'm excited about returning to my aviation career and also learning a lot in a short time. Thank you to Mike and all those others that have given me very useful feedback.
12-18-2015 | 05:36 PM
#64
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Joined: Sep 2014
Posts: 49
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Think about it from a risk vs. reward stand point. You have so far put together a nice resume. I am sure you would make a fine airline pilot. Is it worth the risk of getting a training failure on your otherwise good record? In the current state of the industry you just need some 121 experience and some total time to pad your resume. I would go to a regional hang tight for a year. Soak it up like a sponge. Then when you are nice and comfortable take the upgrade.
12-18-2015 | 06:44 PM
#65
Gets Weekends Off
Joined: Jul 2007
Posts: 4,064
Likes: 37
From: 767 Captain
Really? Last I knew 121 domestic and flag required both dispatch and Captain to agree on the fuel load. At every airline I've worked, you don't just take what dispatch gives you if you feel you need more. Sometimes your experience trumps them pinching pennies.
12-18-2015 | 07:16 PM
#66
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Joined: Aug 2015
Posts: 90
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My point was that in the AF you can say "hey, put on another hours worth of fuel because I want to." That is different from the 121 world.
12-18-2015 | 07:23 PM
#68
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Joined: Jan 2011
Posts: 100
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Just like I would make a poor co-pilot if I was to transition into the military world, or at least initially. Huge learning curve, new lingo, and vastly different missions. I don't even know what a pipper is let alone what a sortie is. Give them a break, they know how to fly...it's just different for the time being.
12-18-2015 | 07:29 PM
#69
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Joined: Oct 2005
Posts: 1,186
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From: RJ Captain
Beyond what the FAA requires for a 121 Captain, the airlines themselves may have other requirements. The minimums at SkyWest for upgrade are (or at least they were) a minimum of 2500tt with a 1000 of that multi engine turbine in a crew environment. Other regionals have minimums as high as 3000-3500tt.
12-18-2015 | 08:52 PM
#70
Gets Weekends Off
Joined: Jul 2007
Posts: 4,064
Likes: 37
From: 767 Captain
I disagree. If the Captain, me or even one of the RFOs feels we need an extra hour of gas and has a valid reason, there's not a dispatcher in the world that's going to get that jet to move without the extra uplift. There's been times that dispatch ACARSed asking for a reason for the extra gas and the Captain's reply is simply "because I want it". It's only different in the 121 world if you let it be different.
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