175 FO to CRJ CA?
04-25-2019 | 09:28 AM
#1
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175 FO to CRJ CA?
Hey guys,
I've been an FO on the 175 for 10 months. Looking at future upgrade options and seeking some insight.
I have around 500 hours on the ERJ and 1100 hours in a Beechjet (I'm told this counts toward the upgrade since it was 135) approaching 2500 TT. Learning a new jet and upgrading at the same time seems daunting to me, but I know it's been done.
Would you recommend transferring to the right seat of the CRJ, then upgrading once I'm comfortable? I dont want to risk a training failure for biting off more than I can chew. Maybe someone who has done it can chime in here.
As a new CRJ CA, how far out is DEN or ATL? And would I mostly be doing 200 flying?
Thanks very much.
Edit: I'm not sure what kind of seat lock situation I'm dealing with.
I've been an FO on the 175 for 10 months. Looking at future upgrade options and seeking some insight.
I have around 500 hours on the ERJ and 1100 hours in a Beechjet (I'm told this counts toward the upgrade since it was 135) approaching 2500 TT. Learning a new jet and upgrading at the same time seems daunting to me, but I know it's been done.
Would you recommend transferring to the right seat of the CRJ, then upgrading once I'm comfortable? I dont want to risk a training failure for biting off more than I can chew. Maybe someone who has done it can chime in here.
As a new CRJ CA, how far out is DEN or ATL? And would I mostly be doing 200 flying?
Thanks very much.
Edit: I'm not sure what kind of seat lock situation I'm dealing with.
04-25-2019 | 10:06 AM
#2
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Joined: Mar 2018
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Hey guys,
I've been an FO on the 175 for 10 months. Looking at future upgrade options and seeking some insight.
I have around 500 hours on the ERJ and 1100 hours in a Beechjet (I'm told this counts toward the upgrade since it was 135) approaching 2500 TT. Learning a new jet and upgrading at the same time seems daunting to me, but I know it's been done.
Would you recommend transferring to the right seat of the CRJ, then upgrading once I'm comfortable? I dont want to risk a training failure for biting off more than I can chew. Maybe someone who has done it can chime in here.
As a new CRJ CA, how far out is DEN or ATL? And would I mostly be doing 200 flying?
Thanks very much.
Edit: I'm not sure what kind of seat lock situation I'm dealing with.
I've been an FO on the 175 for 10 months. Looking at future upgrade options and seeking some insight.
I have around 500 hours on the ERJ and 1100 hours in a Beechjet (I'm told this counts toward the upgrade since it was 135) approaching 2500 TT. Learning a new jet and upgrading at the same time seems daunting to me, but I know it's been done.
Would you recommend transferring to the right seat of the CRJ, then upgrading once I'm comfortable? I dont want to risk a training failure for biting off more than I can chew. Maybe someone who has done it can chime in here.
As a new CRJ CA, how far out is DEN or ATL? And would I mostly be doing 200 flying?
Thanks very much.
Edit: I'm not sure what kind of seat lock situation I'm dealing with.
It has to be 121, Twin turbine, multi-crew for it to count.
I specifically chose to keep instructing because the 135 wouldn’t count toward that upgrade time anyway.
I would check with a few more sources before you expect an upgrade at the next bid.
04-25-2019 | 10:12 AM
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I’ve been told by quite a few people (some APDs, and logbook reviewing types) that 135 time does not count toward upgrade times.
It has to be 121, Twin turbine, multi-crew for it to count.
I specifically chose to keep instructing because the 135 wouldn’t count toward that upgrade time anyway.
I would check with a few more sources before you expect an upgrade at the next bid.
It has to be 121, Twin turbine, multi-crew for it to count.
I specifically chose to keep instructing because the 135 wouldn’t count toward that upgrade time anyway.
I would check with a few more sources before you expect an upgrade at the next bid.
04-25-2019 | 10:17 AM
#4
Gets Weekends Off
Joined: May 2017
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From: 175 CA
I’ve been told by quite a few people (some APDs, and logbook reviewing types) that 135 time does not count toward upgrade times.
It has to be 121, Twin turbine, multi-crew for it to count.
I specifically chose to keep instructing because the 135 wouldn’t count toward that upgrade time anyway.
I would check with a few more sources before you expect an upgrade at the next bid.
It has to be 121, Twin turbine, multi-crew for it to count.
I specifically chose to keep instructing because the 135 wouldn’t count toward that upgrade time anyway.
I would check with a few more sources before you expect an upgrade at the next bid.
04-25-2019 | 10:32 AM
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My experience was SIC type, multi crew jet. Beechjet requires two pilots. From what I remember being told by the guy checking my logbook, that is enough to qualify. Of course, everyone seems to have a different interpretation.
04-25-2019 | 11:06 AM
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Basically only the 135 time that requires ATP by regs counts.
04-25-2019 | 11:26 AM
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Joined: Sep 2015
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From: UNA
i think this was covered already but per far 121 you need 1000 hours of any of the following
pt.121 SIC
pt. 135 PIC in a plane with 10 or more seats ME ( like another poster requires a ATP by regs to be PIC)
pt. 91K PIC (same as 135)
you can count up to 500 hours of mil PIC in a multi engine, multi crew, fixed wing AC
second thought, SKW is currently not letting FOs switch seats with any regularity. look at all the CRJ FOs in SLC who are not being let onto the 175 as new hires get the base. when you were hired you have a 2 year seat lock and if you switch airplanes that would incur another 1 year seat lock before you can upgrade, assuming they even let you change planes.
pt.121 SIC
pt. 135 PIC in a plane with 10 or more seats ME ( like another poster requires a ATP by regs to be PIC)
pt. 91K PIC (same as 135)
you can count up to 500 hours of mil PIC in a multi engine, multi crew, fixed wing AC
second thought, SKW is currently not letting FOs switch seats with any regularity. look at all the CRJ FOs in SLC who are not being let onto the 175 as new hires get the base. when you were hired you have a 2 year seat lock and if you switch airplanes that would incur another 1 year seat lock before you can upgrade, assuming they even let you change planes.
04-25-2019 | 11:43 AM
#10
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i think this was covered already but per far 121 you need 1000 hours of any of the following
pt.121 SIC
pt. 135 PIC in a plane with 10 or more seats ME ( like another poster requires a ATP by regs to be PIC)
pt. 91K PIC (same as 135)
you can count up to 500 hours of mil PIC in a multi engine, multi crew, fixed wing AC
second thought, SKW is currently not letting FOs switch seats with any regularity. look at all the CRJ FOs in SLC who are not being let onto the 175 as new hires get the base. when you were hired you have a 2 year seat lock and if you switch airplanes that would incur another 1 year seat lock before you can upgrade, assuming they even let you change planes.
pt.121 SIC
pt. 135 PIC in a plane with 10 or more seats ME ( like another poster requires a ATP by regs to be PIC)
pt. 91K PIC (same as 135)
you can count up to 500 hours of mil PIC in a multi engine, multi crew, fixed wing AC
second thought, SKW is currently not letting FOs switch seats with any regularity. look at all the CRJ FOs in SLC who are not being let onto the 175 as new hires get the base. when you were hired you have a 2 year seat lock and if you switch airplanes that would incur another 1 year seat lock before you can upgrade, assuming they even let you change planes.
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