1500TT minimums ?

jtrain609 said:
Even better, know any?
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Well, I guess I consider flying up and down Daytona Beach an extension of the pattern. Under those conditions, then yes. But you know what I was getting at. How about "Just done pattern work and been in the practice area or never gone more than 60 nm from their home airport?"
 
kellwolf said:
Well, I guess I consider flying up and down Daytona Beach an extension of the pattern. Under those conditions, then yes. But you know what I was getting at. How about "Just done pattern work and been in the practice area or never gone more than 60 nm from their home airport?"
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Again though, this is a ruse, because this mythical 1,500 hour pilot who has never ventured more than a few miles from their home airport doesn't exist. I don't know personally know anybody that knows a pilot who has done this, and I doubt there's another pilot out there who actually knows somebody who has done this.

Everybody I know, and obviously that includes you because we've flown all over the country together in 172's, has ventured out to see what kind of trouble they can get themselves in when they have those kinds of hours.

So that's why I hate the argument, because it's a fiction. And it's not even a good fiction!
 
Not as much fiction as you'd think. I know two guys, both independent CFIs at ORL, that haven't been further than EYW, and that was because that's where the student wanted to go on a long cross country. They're pretty much home bodies that have no desire to go further than they are now.
 
dasleben said:
Well, the only other jet time I have beyond the 757/767 is the ERJ with the "Low 1/2" switch. That was idiot proof, and you couldn't flame out a motor by pressing stuff in the wrong order. :)
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Baby's first jet was very idiot proof, and yet we built better idiots.

("WARNING: don't pull/reset these breakers with the engines running")
 
kellwolf said:
Not as much fiction as you'd think. I know two guys, both independent CFIs at ORL, that haven't been further than EYW, and that was because that's where the student wanted to go on a long cross country. They're pretty much home bodies that have no desire to go further than they are now.
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Steve is right and wrong. There are plenty of guys that have 2000 hours flying traffic watch that just fly day VFR, 25 NM from home base. These people also lack a lot of ATP mins.

Night
INstrument
X-country.

Maybe instead of arguing if holding a ATP prepares you to fly in the 121 envioroment, we should argue if the actual ATP requirements are a little out dated.
 
Brian Lausmann said:
So they're saying that if I fly a cub for 1500 hours, I qualify to fly a 777?
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Not really. Remember for each rating or job there are certain requirements. So if you want to get your high performance sign off or multi engine rating, I'm pretty sure you have to fly one. Chances are also pretty good if you're applying for a regional they'll want you to have those things and a lot more. So while yes you can gain 1500hrs of flight time in a cub, some of it can't be applied towards ratings like the ATP. Kinda like jtrain mentioned, things like that don't really exist in the real world.
 
Autothrust Blue said:
If you think that'll stop PFT/PFJ, I have a bridge to sell you. See: Riddle carve out.
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... it might not completely cut off the flow, but it'll force it to such a slow rate that it's essentially the same. Re: Hypovolemic shock. You don't have to get it all- just enough to keep it from really feeding anything in any significant amount.

... what's the going rate for a four year from Riddle in a pilot program?
 
BrewMaster said:
I was being facetious. The subjective issue of experience gets ushered to the front of the line and the increased rest takes years to enact.

I fully support having to get an ATP, but the rest rules should be priority #1.
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Ah- pardon my kneejerk. I've explained these concepts to so many captains lately that don't think anything will change at all that they can't see the system changing right in front of them.
 
Firebird2XC said:
Ah- pardon my kneejerk. I've explained these concepts to so many captains lately that don't think anything will change at all that they can't see the system changing right in front of them.
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Understood. Believe me, I fly with these guys all the time. They have absolutely no idea what's going on anymore. They fly their happy little lines and give, often incorrect and/or outdated, information about flight rules and company rules. Usually make $120+ and don't even offer to buy you a cup of coffee.
 
I came to the airlines with just under 2000 hours, not including my Army rotor time, and an ATP in hand. At that experience level I was still a burden to the CA for a number of months due to lack of experience.

I remember my experience level back at the 250-300 hour mark, and I know that I wouldn't have had any business in the cockpit of a jet.

But that's just me.
 
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