When will airlines start requiring 1500 hrs?
01-06-2011, 02:38 PM
#42
New Hire
Joined APC: Jan 2011
Posts: 4
Is it a US territory? If so, you should have right to work, and with previous airline experience you should not have much difficulty. It does not hurt to be a female either.
If it's not a US territory, you will need to get a green card first. That's a whole 'nother conversation.
If it's not a US territory, you will need to get a green card first. That's a whole 'nother conversation.
darn it!! its not a US territory.. guess maybe a bank teller position might be in my future.
01-06-2011, 03:05 PM
#43
What's A Weekend?
Joined APC: Jan 2009
Position: Big...So Big
Posts: 803
01-06-2011, 08:27 PM
#45
Gets Weekends Off
Joined APC: Aug 2010
Position: 737 CA
Posts: 119
I'm a little hazy on the FARs but..........
The 1500 hours never scared me, nor does the PIC requirement. It's that cross country time requirement. That is really going to screw the CFIs, Banner towers, and diver drivers. Even CFIing constantly, my XC time is building very slowly.
Also, that multi-engine requirement they list. It seems kind of vague. When will we know what that will be?
Also, that multi-engine requirement they list. It seems kind of vague. When will we know what that will be?
I seem to recall that the definition of cross country where you have a point of landing at a point other than the point of departure applies to the cross country requirements for the ATP. The FAR's supply a different definition of cross country for Private/Instrument/Commercial (but NOT ATP) that includes a landing more than 50 nm from the point of departure. For the ATP requirements, I'm pretty sure you just need to land somewhere besides where you took off. So go find an airport near your practice area and use it to practice engine out landings with your students in the middle of their lessons as appropriate. Voila! Now you landed somewhere other than where you left and it's now cross country for the purposes of meeting ATP XC requirements (for your students, it won't meet any requirements for the cross country since they'll probably be pursuing Pvt/Inst./Commercial. and for those ratings, you have to make it 50nm away). I'm not saying to use the time your students are paying for just to benefit yourself, but I think if you do a little planning, you can make it seamless where it's not costing them anything extra and you are also getting the XC requirement for the ATP met.
I haven't instructed in many years, so if this is incorrect, someone chime in and correct me, but I'm pretty sure that this is accurate.
01-06-2011, 08:36 PM
#46
Does NOT get weekends off
Joined APC: Jul 2007
Position: ERJ - 145
Posts: 1,631
I seem to recall that the definition of cross country where you have a point of landing at a point other than the point of departure applies to the cross country requirements for the ATP. The FAR's supply a different definition of cross country for Private/Instrument/Commercial (but NOT ATP) that includes a landing more than 50 nm from the point of departure. For the ATP requirements, I'm pretty sure you just need to land somewhere besides where you took off. So go find an airport near your practice area and use it to practice engine out landings with your students in the middle of their lessons as appropriate. Voila! Now you landed somewhere other than where you left and it's now cross country for the purposes of meeting ATP XC requirements (for your students, it won't meet any requirements for the cross country since they'll probably be pursuing Pvt/Inst./Commercial. and for those ratings, you have to make it 50nm away). I'm not saying to use the time your students are paying for just to benefit yourself, but I think if you do a little planning, you can make it seamless where it's not costing them anything extra and you are also getting the XC requirement for the ATP met.
I haven't instructed in many years, so if this is incorrect, someone chime in and correct me, but I'm pretty sure that this is accurate.
I haven't instructed in many years, so if this is incorrect, someone chime in and correct me, but I'm pretty sure that this is accurate.
The point to point thing you were referring to I believe is for 135 mins. that requires 500hours of XC time but does not specify distance. I often do touch and goes at other airports with students, mainly because ours gets too busy. Benefits us both!
01-06-2011, 09:02 PM
#47
Gets Weekends Off
Joined APC: Jul 2010
Posts: 3,371
I seem to recall that the definition of cross country where you have a point of landing at a point other than the point of departure applies to the cross country requirements for the ATP. The FAR's supply a different definition of cross country for Private/Instrument/Commercial (but NOT ATP) that includes a landing more than 50 nm from the point of departure. For the ATP requirements, I'm pretty sure you just need to land somewhere besides where you took off. So go find an airport near your practice area and use it to practice engine out landings with your students in the middle of their lessons as appropriate. Voila! Now you landed somewhere other than where you left and it's now cross country for the purposes of meeting ATP XC requirements (for your students, it won't meet any requirements for the cross country since they'll probably be pursuing Pvt/Inst./Commercial. and for those ratings, you have to make it 50nm away). I'm not saying to use the time your students are paying for just to benefit yourself, but I think if you do a little planning, you can make it seamless where it's not costing them anything extra and you are also getting the XC requirement for the ATP met.
I haven't instructed in many years, so if this is incorrect, someone chime in and correct me, but I'm pretty sure that this is accurate.
I haven't instructed in many years, so if this is incorrect, someone chime in and correct me, but I'm pretty sure that this is accurate.
01-07-2011, 07:32 AM
#48
Gets Weekends Off
Joined APC: Jul 2010
Position: CRJ
Posts: 419
...there are going to be a lot less idiots in the flight schools blowing through the commercial programs and then just going to the regionals. So then with less pilots being produced, you have less supply to work with. To make it more attractive, you increase pay to attract more pilots... than we turn into pre-2001 pay all over again and than a huge supply of pilots because the pay is sick and its a fun job.
My opinion and 2 cents
My opinion and 2 cents
01-07-2011, 07:41 AM
#49
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 40,033
I believe that is incorrect. Since the ATP is in part 61, part 61 defines cross country as 50nm or great. Except for the ATP, it just doesn't have to include a landing, just 50nm away. Too many military guys complained and they changed that.
The point to point thing you were referring to I believe is for 135 mins. that requires 500hours of XC time but does not specify distance. I often do touch and goes at other airports with students, mainly because ours gets too busy. Benefits us both!
The point to point thing you were referring to I believe is for 135 mins. that requires 500hours of XC time but does not specify distance. I often do touch and goes at other airports with students, mainly because ours gets too busy. Benefits us both!
For part 135 mins, a landing at another airport, no distance requirement.
01-07-2011, 12:09 PM
#50
Day puke
Joined APC: Feb 2006
Position: Out.
Posts: 3,865
Looks like Republic already has started requiring the ATP...
https://www.ultirecruit.com/rep1003/...E178A3824B0B01
# 2,000 hours Total Time (fixed wing)
# 500 MEL
# 100 Hours Instrument
# ATP Certificate
https://www.ultirecruit.com/rep1003/...E178A3824B0B01
# 2,000 hours Total Time (fixed wing)
# 500 MEL
# 100 Hours Instrument
# ATP Certificate
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