Beech 1900 versus Metroliner

dasleben said:
Street cred...that's funny. :)

I've got a good amount of SPIFR experience. Nobody cares. In fact, a lot of the time, I don't even mention it when the inevitable "What'd you do before this?" question comes up. If that time would have helped me build experience in ocean crossings and managing automation on a widebody, people would probably care. But alas, nowadays I pretty much just wind up punching buttons on a galley oven rather than fly around with a Bowie knife in my teeth (as was the style when I flew SPIFR).

I guess I also make more money and was home 18 days in June, though...

(See Post #5)
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What did prepare you for that then? :) Directed towards anyone in the thread flying wide body international for that matter. A CRJ/ERJ doesn't go across the ocean, isn't wide or heavy, and isn't an Airbus or Boeing.
 
99driver said:
Nobody in the real world cares if you have 1900 vs Metro time. A Metro gives you street cred? Please. They are both 19 pax planes that were converted to fly freight. They both require a type rating, and they both go 270 KTS true, give or take.
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I always thought it was funny being "looked down" because I hadn't stepped up to the plate of the mighty metro.
 
scooter2525 said:
I always thought it was funny being "looked down" because I hadn't stepped up to the plate of the mighty metro.
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"I don't hate Kingair pilots, but I pity the fools!"

mr-t-in-the-role-of-ba-baracus-in-the-a-team.jpeg
 
dasleben said:
Street cred...that's funny. :)

I've got a good amount of SPIFR experience. Nobody cares. In fact, a lot of the time, I don't even mention it when the inevitable "What'd you do before this?" question comes up. If that time would have helped me build experience in ocean crossings and managing automation on a widebody, people would probably care. But alas, nowadays I pretty much just wind up punching buttons on a galley oven rather than fly around with a Bowie knife in my teeth (as was the style when I flew SPIFR).

I guess I also make more money and was home 18 days in June, though...

(See Post #5)
Click to expand...

To be fair you went from an international 767 operator to another international 767 operator. Of course you will focus on that at an interview ;)
 
SA227 are maintenance hogs. Outside AMF, lots of operators do not take care of their Metros, so it becomes a pain to fly. I enjoyed flying it in the Sim in San Antonio but not so much in real life.
 
UAL747400 said:
What did prepare you for that then? :) Directed towards anyone in the thread flying wide body international for that matter. A CRJ/ERJ doesn't go across the ocean, isn't wide or heavy, and isn't an Airbus or Boeing.
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You have to learn sometime, which is what being a new guy is about. The SPIFR time was valuable at a stick/rudder, decision making level, but that experience can be readily gained elsewhere.

Maurus said:
To be fair you went from an international 767 operator to another international 767 operator. Of course you will focus on that at an interview ;)
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Actually they asked me a lot about Cape at my latest interview. :) I certainly don't downplay its value in my logbook; it was foundational to me. Just pointing out that SPIFR is good time, but not the only good time. When it comes to managing automation and energy in a big jet, RJ guys actually have a leg up.

I'm actually counting down the days/months/years until I'm eligible to bid over to the Whale. Not that I have an undying need to fly a 747, only that they make more money and, uh well, I guess have the same amount of time off. ;)

But more money! And bunks!
 
I don't have a valid argument, and I've cooled off with the "ZOMG FREIGHT DOGS RULE!", I'm just suspicious that flying a jet before you fly a jet matters.
 
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