JetJock16

I completely agree, the regionals are desperate with harder times ahead. If you're qualified they'll interview you and if you have the knowledge/right attitude they'll hire you, then it's up to you to prove yourself in training.

sigep_nm

Who cares about that in reality if he is going to fly a CRJ? Not a whole lot of yawing, pitching, rolling issue with either one.

Cubdriver

Not to pick nits but critical engine has to do with if there is an inoperative engine it can lead to loss of directional control. 337 cannot have a critical engine nor for that matter does a seminole or duchess due to counterrotating props.

As far as how airlines perceive 337 time, interviewers who know anything about general aviation aircraft will certainly notice it and be curious about it. They will wonder if this 337 time is to avoid a normal multiengine airplane, which of course it is not in this case. It seems unlikely the time would be a minus as long as he has a normal AMEL ticket. It will help in the total time column, but will be worth little in the ME column to a knowledgable interviewer. Therefore he should still get some normal ME time and sprinkle it in to show he can fly both, and be prepared for that possibility of not getting full credit for all the 337 hours as ME time. It's hard to say what he will have to do if this happens because they may say he needs more real ME time, and he should be prepared for that. If he puts at least a certain percentage of it as seminole time it will be purely window dressing since seminoles do not have critical engines, but it will help and I would do that. Just giving my thoughts... I am not a hiring person.

Baradium

Critical engine has to do with performance, it doesn't mean you'll automatically lose directional control...

Critical engine is the engine that when lost will have the largest negative impact on performance. You can lose directional control with an engine failure on either side, regardless of whether one engine is critical or not.



On a seminole they are both critical! (to having much use anyway).


In this case, you are still dealing with the adverse effects of an engine failure... you just don't have one side that has a worse effect than the other.

KoruPilot

I used to own and fly a C337. When i did my first check ride with a Transport Canada inspector he asked me what engine, if any, was critical on the 337. Honestly I had not really thought about it. But, as he stated out of the regs, it is the engine that has the most adverse affect if lost. It's the back engine by the way. There is no aircraft body in front of any of the prop and it is in closer proximity to the elevator, therfore being more effective even at lower speeds.

And a normally loaded 337 on one engine flies like an overloaded 206. It's a very nice bird, cruises pretty good, hauls a decent load and get's in and out of some pretty knarly places. The thing should have a zero fuel weight frankly as with the pod and six seats you can load it up pretty well, as long as you're not going too far, but for doing air taxi in northern Manitoba it was perfect. All this for less then a Senaca I; the people you are flying just sometimes don't like the way it looks. It will also hold it's own in ice.

Fly IFR

How will they "Find out in training" are you implying that the people conducting the interview just wouldn't catch on? Juts curious.

iflyprops

Just log is at O2 time...most don't realize the O2 is just a 337... just an idea. I have some O2 time im my multi column, although it was actually a vietnam vet.

SharkyBN584

Well...it was mostly a joke. But it was based on the fact that there's no sim evaluation on the XJet interview...which means you can talk all you want about an engine failure in the interview, but they won't see you do one until you get to the Sim in training. I poke fun at it cuz I had a friend that went to XJet explicitly because they didn't make him do a sim ride in the interview.

BCDurbin

I have to agree here! BUT the initial training for the ME rating must have been done in a conventional twin or you will get a "conditional" on your ticket! that won't help!

jedinein

Fly whatever multi to get the 500 hours of PIC multi time that most insurance companies want for corporate flying. Time in type requirements from the insurance companies take care of the "OMFG it's not the perfect multi OEI" time requirements.

Not all of us can afford to start out in a Cessna 421/414/500/etc. If at 101 hours multi time with 98 of them 337 time the fellow gets a job at a regional, great, that's now multi SIC time, not multi PIC time. Upgrade in a few years to get the multi PIC time.

Interviewers really don't give a rip. AMF didn't as long as one can pass the sim ride. Regionals don't if you meet the total multi time requirements (i.e. ink wet CMEL rating). By the time one is ready for the majors or corporate (from direct personal communication with the directors of pilot hiring at Delta, AA, United, and FedEX), there will be other multi time in jets or heavy piston twins that will relegate the centerline-thrust twin time to a interesting story to discuss while on autopilot in the flight levels.

Tell your friend to stop worrying about if the time is golden. It's probably not for his ultimate goal, but it'll get him to the places that can get him the golden time.