Just remember who won "The War of Northern Aggression," and you'll be fine! ;-)

I'd suggest MSP or DTW on the -200. Faster movement and easier flights than NYC. If you go to delta.com you can pull the flight schedules out of BHM and compare for yourself to see which schedule would better fit you.

Welcome aboard!

I don't know about MSP but it seems that there are a good amount of overnights in BHM with DTW -200. Of course keeping in mind that schedules change on a monthly basis... But something else to consider.

EDIT: Looking at Passrider.com it appears that DTW is a clear winner vs. MSP. MSP doesn't have any nonstops compared to 3 daily flights to DTW.

Additionally, I find DTW usually beats MSP on commutes because they have a much later end of day departure bank. Seems like MSP wraps up a lot of flying around 5-6pm while DTW is done around 8-9pm. Allows for a much better opportunity to get home the last day. It's why I pick Texas-DTW over staying in the same time zone with MSP.

No....Nobody in the north gives a **** about college football.

so I guess the regionals are begging congress to reduce flight time requirements? input from others? I think its absolutely nuts. I wouldn't want to fly with a 250 hour FO as a captain. Back in the days before the 1500 hour rule you couldn't even get hired with less than 2,000 hours. Our pay would dramatically suffer if we let the 250 hour All star team commercial pilots into the mix. lets be honest when we had 500 hours we still didn't know anything...... the CFI that does day vfr instructing for 1,000 hours obviously suffers but why not go get 135 jet time and scare yourself before you fly my grandmother to Des Moines.... Fire away opinions... just wondering if I'm the only one that feels this way?

What rock have you been living under? Before the 1500 hour rule, it was not uncommon for people to get hired with 250 hours. It was the 1500 hour rule that did away with that low time hiring. I had many hired before me at my former regional that were 250 hour "wonders." I certainly didn't have any animosity towards them. I think you are talking about the early 2000s and earlier. Back then, yes, you had to have several thousands of hours. Not long after 9/11 is when the mins for the regionals lowered drastically.

It's quite eye-opening how quickly we got used to the idea of 1500 hours minimum when most of us were dying to get hired on at 250. I never say never, but I just don't see the 1500 hour getting repealed any time soon. If that happened, it would only be a bandaid on a gushing wound.

thanks for the input, just wondering other peoples perspective on the issue

No problem. As pilots it's easy to say something like this (the law's repeal) is only driven by corporate airline greed. On the surface it certainly looks like that. However, while I think it'll be almost impossible to repeal the 1500 hour requirement, I also don't think it will jeopardize safety to the degree the ignorant flying public believes. Let's face it, this rule only came about because of one emotionally charged group of grieving people and a few opportunistic politicians. Most airline pilots cheered for it because of its effects on the demand for our services and skills. That may sound harsh but that's the only way things get done in DC.


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There came a time from 2005-ish until the 1500 hour rule where this is correct.

In 2003, I couldn't get a call from anyone until I had 1700 hours AND 350 multi-engine.

Yeah, that does narrow it down to about the time I got hire at ZW...2006 actually. Thanks.

I should add that there was the exception if I paid 25,000 dollars to Gulfstream academy to sit in the right seat of a Beech 1900 for 250 hours that I could have gotten hired at 600 hours.