JetJock16

In my first full year at SKW we hired well over 700 pilots and I'm pretty sure our failure rate was less that 1% (almost 30 in my new hire class and everyone passed). Seriously, SKW "trains to proficiency." What that means is that if you have the right attitude and you’re willing to work hard they will go the extra mile and give you the additional training to get you through. They hired you and they are committed to spending 10's of thousands of dollars on training you so they don't want you to fail.

Now upgrade is different, although it was easy, they are not as lenient. When you upgrade it’s serious, you are out there by yourself, in total control with some green FO’s all while representing the company and your code shares. You must perform.

crjpylot

i dont meen any disrespect, but if you really want stick and rudder skills, learn how to fly a glider.

JetJock16

I do agree but you've obviously never flown the EMB-120.

crjpylot

no i havent. there has got to be something said for flying a t-prop. the best learning experience i ever had was to go fly gliders. but then again, i think there is something to be learned in every type of flying someone can do.

JetJock16

The EMB-120 is almost always out of trim, it's very heavy on the controls (only the rudder is hydraulic) all while demanding a LARGE amount rudder attention anytime you make a power change of 2%+ or you change configuration (Yaw Dampers are worthless when you're dealing with engines that are rated at 2400 shaft with 10.5' props and the bird a conventional twin) and you have to forcefully make it do anything.

It takes real skill to man handle the old “Switch B1tch” all while being silky smooth.

ExperimentalAB

Flew the 'Fox for the first time in a year yesterday...I am ashamed of the lousy Pilot I've become. Right through takeoff, and then my first pattern, I thought it was like riding a bike - right until I attempted my first three-point landing The Jet is a cruel, cruel animal...

ImEbee

Nuf said.
"Mommy, why is the pilot flying sidways?"
"Don't worry honey, thats just the way he flies."

And as everyone else said, take the EMB. Just don't ask us how the prop system works!

seattlepilot

Unless you deal with rascism in the training department

Swat

Have you got more to elaborate with? That seems like a really big accusation. Is that how you intended your post?

flyfresno

I never flew the Bro, but I did fly the Dash 8 at another airline, a similar t-prop to the EMB-120. I enjoyed the time I had in the Dash, and I think it was an important part of learning how to fly transport category airplanes. But now that I'm in the CRJ, I'm even happier. They're really two different worlds, both with their own advantages and disadvantages. With the EMB, yes, you will probably gain (bro) seniority and upgrade much faster than you would in the jet (especially if you want to be out west). It's more complex and there's more workload, but it's also much slower than the jet, so much more forgiving. The jet is way more automated, but also much faster. ACARS is amazing, and I can't wait until we get the EFB (I flew one of our RJs that has an EFB the other day, it was deactivated, but it looks awesome). The workload is 1/4 that the Dash was (and the bro probably is), but the plane is also 2X-3X faster. I could go on, but I will agree with what many people said here. If you don't have any turbine time, the EMB-120 is a great transition to the airline world. All the Bro pilots I talk to love flying it. I wouldn't give up the time I had in the Dash for anything in the world, and most of them would say the same thing about the Bro. But I'm also really happy to be in the jet now, and while I would welcome the opportunity to fly a t-prop again, I would pick the RJ every time if given the choice. Hope that helps!