I still completely disagree. Those who aren't ready at 1000 SIC likely aren't ready at 2000. a jet is a jet. This job just ain't really that hard. I've flown them both, one isn't particularly more complex than the other, just different. Plenty of people have made the exact transition you're talking about with 0 issues.

Why risk a possible checkride failure just so you can fly an ERJ for a bit? If it makes passing an upgrade checkride even 1% more difficult why bother with the ERJ in the first place. I’m all about risk mitigation.

If you're all about risk mitigation you're in the wrong industry. To answer your question we have bases that are ERJ only. If taking the ERJ means being home-based or a better commute while on FO pay, it's a no-brainer.

Our entire job is risk mitigation 😂

I would approach this thinking with caution. I fly the E170 now, but I’m thinking about upgrading onto a different aircraft (CRJ7/9, or E145). I would want at least a few hundred hours in the right seat to act as transition training before upgrade. The differences between the aircraft could get you in trouble.

Whoa dude. Everyone has a different learning curve which is also dependent on exposure to events (some pilots never have an issue and have easy flying for the first 1000 hours). Some learn slower but deeper and others learn faster and sometimes stop learning at a shallow level so faster does not necessarily mean better.



Most Captains (at least the good ones) think that upgrading at 1000 hours is f'n crazy.



"This job just ain't really that hard." I guess you haven't had your "dark and stormy night" flight yet.....

My point is, you'll likely not see any of the crazy stuff until after you upgrade. Call it the curse of the new captain. I totally get that everyone has a different learning curve. My point in this thread was that upgrading into an aircraft that you have not flown is really not that big of a deal, especially with a stellar training department. Like I said before, it's done at the legacies every day.

I thought they were waiving the 2500TT out of desperation.

F/Os who've only flown the ERJ have trouble upgrading into the CRJ, less automation, not as user friendly, especially the 200.

And captains who've flown the crj and bro for a decade or more transitioning to the 175 have the highest pink slip rate at the company.