Originally Posted by TPROP4ever

Actually I do see your point and I do understand where your coming from, what I do have to say though, is I really see it another way. I paid for the training period nothing else, to get me to that level. I can not argue whether its overpriced ( I have no idea what a type rating costs( I know the CRJ is around 18grand) or time in a level D sim per hr, I spent 32 getting ready for the checkride), but when I made the decision I was qualified to go direct to AE at that time, but I felt that at 300 hrs I wasnt prepared for 121 training in an environment that direct hire classes are held. I truly felt that I was paying them to take the time to ensure I was fully prepared, (train to proficiancy) to fly safely, when I hit the line and OE. I might have made it as a direct hire, mabye at 300 hrs I was underestimating myself, I know other guys did make it, but lots of them did not, and I did not want that on my record, One of the things I liked was it was one price (within reason of course), again two busts and your gone. I ensured in my mind that I was proficient so I could say I did all I could to be ready when I started flying commercially. I know lots of people are too jaded to see that lots of guys make the decision basd on wanting to do all they can (in training), and lets face it most direct hire classes dont allow for low time pilots. Lots of 300 to 400 hr guys learned this lesson the hard way during the hiring boom. I know you dont agree, but I did all I could do to give myself the oppurtunity to be as good and safe a pilot as I can be. I still believe I chose the right path. What all this means is I dont believe that I subsidized my job. I got the training I was after, at a cost I was willing to pay, and the money was spent to achieve the type rating. All spent on training ( and yes its PFT, but not PFJ). My time on the line ( as a fully qualified crewmember), including my 250 was just the start of my flying career. It wasnt something I paid for. I worked hard, treated every flight ( again fully qualified to be there, and getting paid) as a chance to learn something new , and recieved a job offer for that hard work, I am on furlough, but I have a job waiting for me. I stand by my personal decision to chose the path I did. Again I dont begrudge the CFI route either, I fully intend to still get my CFI ratings someday, but i will get them because I have something to pass on , not because someone told me it was the only way to a 121 job at a regional. I believe this is what wrong with some (not all, but some) CFIs. They do it because they have to, not because they want to,( and they are out there) why force it as there are other ways. Sorry I rattled on for so long.

Originally Posted by TPROP4ever

I may be a victim of self imposed symantics. My ticket says be-1900 type, but it is a commmercial ticket not an ATP obviously. My understanding is a CMEL with type is for SIC and a ATP with type is for a PIC. So if im wrong on the word type rating, then my bad, But any turbine aircraft over 12,500 requires a type rating to operate as a required crewmember, 121 ops require two crewmembers, and if that rating is on a CMEL it seems to me its still a type rating, albiet only for SIC, limited by the level of ticket. Can someone with more experiance then me explain the differance to me? Im open to the posibility that im misinterpreting the regs. Is the word type rating only for ATP for PIC? And if its not a type rating then why did I have to do the checkride to ATP standards, even though Im only on a CMEL ticket? Dont the regs say that regardless of ticket level, any "Type Rating" must be preformed to ATP standards as per the PTS? Mabye Im looking way to deep into this, when its all said and done mabye its interpretation. Again, this was my first go around at this level.

Originally Posted by pat72

I applaud your patience in dealing with a few hard heads you don’t seem to understand that GIA is just a training platform. I thought it was pretty obvious...