350 hours TT, Now What?
12-07-2010, 08:45 AM
#91
Gets Weekends Off
Joined APC: Feb 2010
Position: A320 eff oh
Posts: 277
Its just amazing to me that invaribaly on these threads where a low time guy/gal asks the "what would you do" question and gets some real, honest hard work answers that they fly off the handle with their responses. Yes milehigh I'm looking at your responses to some very good advice and your sense of entitlement is astonishing. Yea, you are going to have to do ALOT of stuff in this current plugged up environment that you don't want to do. We all did. So put the ego aside and stop slapping the responders in the face. You asked for advice and because you don't like answers doesn't give you free reign on snippy responses.
Another one thats going to learn the hard way.........
Another one thats going to learn the hard way.........
12-11-2010, 08:37 AM
#92
Line Holder
Joined APC: Sep 2009
Position: C152, Right Seat
Posts: 37
Yeah...I do believe a 350 hour guy...WITH THE PROPER training can be a qualified and valuable contributing crewmember.
It's been proven that the concept works.
It's been proven that the 10,000 hour guys with bad training are more dangerous than the 350 hour guy with good training.
12-11-2010, 08:46 AM
#93
Line Holder
Joined APC: Sep 2009
Position: C152, Right Seat
Posts: 37
Why do people do that?
12-11-2010, 08:50 AM
#94
Line Holder
Joined APC: Sep 2009
Position: C152, Right Seat
Posts: 37
If you can manage it financially, I would suggest checking into the right seater program at CAE SimuFlite in Morristown or Dallas. From what I understand, after you do about 80 events or so with clients (no pay but extremely good contacts), you can get a type rating in just about anything they train there. Do something else on the side temporarily.
Sure, it's often tough to get a job with only a type and no experience... but I have personally seen guys picked up by corporates or 135 by doing it. Just making a real good impression with a chief pilot in the sim as a qualified F/O often does away with that experience necessity.
Unfortunately like I mentioned... it does not pay anything but 80 sims goes pretty quick. Just something else for you to think about if it works for your situation.... it has possibilities for your long-term prospects. I think FlightSafety still has some kind of similar program but I don't know the details of it. You can probably find all the contact info online.
Sure, it's often tough to get a job with only a type and no experience... but I have personally seen guys picked up by corporates or 135 by doing it. Just making a real good impression with a chief pilot in the sim as a qualified F/O often does away with that experience necessity.
Unfortunately like I mentioned... it does not pay anything but 80 sims goes pretty quick. Just something else for you to think about if it works for your situation.... it has possibilities for your long-term prospects. I think FlightSafety still has some kind of similar program but I don't know the details of it. You can probably find all the contact info online.
12-11-2010, 08:54 AM
#95
Line Holder
Joined APC: Sep 2009
Position: C152, Right Seat
Posts: 37
12-11-2010, 01:27 PM
#96
Gets Weekends Off
Joined APC: Jan 2010
Position: Captian, G450, G550 (Ret.)
Posts: 165
Biatch hat on,
I wasn't joking. I was gagging on your response. I know lots of out of work pilots out there who would love to be in your position and would not think of whining about job choice.
And BTW, I have worked hard to get my "frickin 7X" job .
Biatch hat off,
I hope you can make the right decision and have a fruitful career.
12-11-2010, 02:20 PM
#97
Gets Weekends Off
Joined APC: Aug 2008
Position: forever fo
Posts: 2,413
All how you play the cards and what your dealt, I worked hard to get my first job flying jumpers, and inexchanged had to manage a dropzone, which was good and bad, but very stressful. I am now lucky enough to have some choices among regionals, if I didnt think I did I would take lakes.
Biatch hat on,
I wasn't joking. I was gagging on your response. I know lots of out of work pilots out there who would love to be in your position and would not think of whining about job choice.
And BTW, I have worked hard to get my "frickin 7X" job .
Biatch hat off,
I hope you can make the right decision and have a fruitful career.
I wasn't joking. I was gagging on your response. I know lots of out of work pilots out there who would love to be in your position and would not think of whining about job choice.
And BTW, I have worked hard to get my "frickin 7X" job .
Biatch hat off,
I hope you can make the right decision and have a fruitful career.
12-11-2010, 03:07 PM
#98
Gets Weekends Off
Joined APC: Jan 2010
Position: Captian, G450, G550 (Ret.)
Posts: 165
All how you play the cards and what your dealt, I worked hard to get my first job flying jumpers, and inexchanged had to manage a dropzone, which was good and bad, but very stressful. I am now lucky enough to have some choices among regionals, if I didnt think I did I would take lakes.
Whatever......
12-11-2010, 04:06 PM
#99
Gets Weekends Off
Joined APC: Feb 2010
Posts: 2,363
Milehigh-
I hope you were not born in 1976, because I would hate to think that your maturity level has peaked. I don’t care how great you think your training was, 350 hours is not much. How can you be so certain that you are qualified to be an FO in a 121 cockpit? You don’t even know what you don’t know yet. Do you think that you are the only person who received great training? I believe my training was great. It was challenging and went far beyond just getting me ready for checkrides. It even involved a one year practical CRM course that went much more in depth than a typical 121 training course on CRM, but training alone is not enough to serve as an FO.
Almost everyone here has had 350 hours before and many of those people also agree that 350 hours is not sufficient not matter how spectacular your training was. There is a difference between training and the real world. At 350 hours, you do not have much experience making difficult decisions on your own in stressful environments. Just because other people have done it with 350 hours or less does not prove your point. All that means is the industry has a large margin of safety to permit an FO with little real world experience to operate safely. The problem with the statistics you are using is that they are not scientific experiments. You could put a monkey in the right seat and a single captain could probably operate the aircraft for many flights before a problem was encountered, but that does not mean a monkey can be an FO. Just because the majority of accidents had pilots with lots of time and only a few accidents had pilots with low time does not prove a low time pilot is a safe FO. The reason for those results is most 121 pilots have a lot of time; so likewise, they make up a larger percent of the accidents. If you were flying a 70 seat jet and your captain became incapacitated, do you think you could fly an approach down to minimums with windshear after being away for 12 hours? If you answer yes, then you are in for a real surprise and if you say no, then you have no right to be in that seat.
No please pick this apart childishly and tell me how wrong I am and how right you are.
I hope you were not born in 1976, because I would hate to think that your maturity level has peaked. I don’t care how great you think your training was, 350 hours is not much. How can you be so certain that you are qualified to be an FO in a 121 cockpit? You don’t even know what you don’t know yet. Do you think that you are the only person who received great training? I believe my training was great. It was challenging and went far beyond just getting me ready for checkrides. It even involved a one year practical CRM course that went much more in depth than a typical 121 training course on CRM, but training alone is not enough to serve as an FO.
Almost everyone here has had 350 hours before and many of those people also agree that 350 hours is not sufficient not matter how spectacular your training was. There is a difference between training and the real world. At 350 hours, you do not have much experience making difficult decisions on your own in stressful environments. Just because other people have done it with 350 hours or less does not prove your point. All that means is the industry has a large margin of safety to permit an FO with little real world experience to operate safely. The problem with the statistics you are using is that they are not scientific experiments. You could put a monkey in the right seat and a single captain could probably operate the aircraft for many flights before a problem was encountered, but that does not mean a monkey can be an FO. Just because the majority of accidents had pilots with lots of time and only a few accidents had pilots with low time does not prove a low time pilot is a safe FO. The reason for those results is most 121 pilots have a lot of time; so likewise, they make up a larger percent of the accidents. If you were flying a 70 seat jet and your captain became incapacitated, do you think you could fly an approach down to minimums with windshear after being away for 12 hours? If you answer yes, then you are in for a real surprise and if you say no, then you have no right to be in that seat.
No please pick this apart childishly and tell me how wrong I am and how right you are.
12-11-2010, 05:36 PM
#100
Gets Weekends Off
Joined APC: Oct 2010
Posts: 326
you need to relax a bit dude i agree there are low time guys that have succeed in transitioning to part 121 and will continue to do so whether you like it or not you what is that magical TT hour hour that decides a person is ready or not to go to the airlines 350 500 800 1000 1500 2500 what??? last time i checked there is no real set number above having more than 250 airlines are hiring right now as low as 500TT quantity isn't everything ever think about quality ever think that maybe that guy that has 350hrs may have 100 hrs of multi and some x-c real world flying vs some guy who has 1000 hours of VFR single engine banner towing .... is it likely no.... probably as likely as your ridiculous scenario of an RJ captain becoming incapacitated and you have to fly an approach to minimums and there just happens to be wind-shear.... and i guess according to you thats what it takes to be a 121 pilot...
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