PIC 121 explained

At least the official interpretation leaves open the possibility of individual petitions if one has prior 121 PIC time.
 
Again, back to reality, it isn't really an issue, but there is a rather large hole in the reg that seems intentional. I wondered about the petition timing, and truth be told, the process itself might make someone non hire-able for a PIC position.
 
JCF1974 said:
Again, back to reality, it isn't really an issue, but there is a rather large hole in the reg that seems intentional. I wondered about the petition timing, and truth be told, the process itself might make someone non hire-able for a PIC position.
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Nobody's going direct to the left seat anywhere, anytime soon, as near as I can tell.

(over my, something or other)
 
It's interesting the perspectives on here. I've flown with 400 hour pilots that needed help climbing the stairs, but turned into solid, confident line pilots. I've also flown with grads from my own alma-mater that couldn't get up to make the hotel shuttle. I've learned over the last 21 years in this profession to NOT give in to the generalizations.
 
z987k said:
Not true at all.
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Sorry, I guess I should have been more specific with that. In those passenger-carrying operations I want to work for as of now, it's not happening.

My broader point is (1) being a high quality FO is a similar but not completely overlapping skill set with being a captain, and (2) 1000 hours of doing that WILL make you a better captain, in my opinion.

Of course, if I were running the whole shooting match, green on green would be 500 hours in type, all new hires would go to the EMB 120 for two years, and hats would be mandatory and the leather jacket abolished (even if I like mine). Which is why I'm not allowed to do that.

OP has a point, though- some guys don't get it at hour 1 and don't get it at hour 10,000. Also, I'm aware of some of the, er, unique effects that this ruling and others is having for certain operations in Alaska. As usual, it's l near impossible to design a good rule to fit all the operations.
 
Quick story. A certain unnamed street captain was on his first trip online in the CRJ. 1st 10 landings, and all that. Get to landing 6 or 7 flying into Dulles. Winds absolutely howling with gusts at about a 45 of the runway. Within limits. It is rumored that the F/O with 1000 plus in the plane and 2000+ total was given the airplane and made the landing. Agree with the decision or not, I don't care. We are not all stupid.
 
JCF1974 said:
Quick story. A certain unnamed street captain was on his first trip online in the CRJ. 1st 10 landings, and all that. Get to landing 6 or 7 flying into Dulles. Winds absolutely howling with gusts at about a 45 of the runway. Within limits. It is rumored that the F/O with 1000 plus in the plane and 2000+ total was given the airplane and made the landing. Agree with the decision or not, I don't care. We are not all stupid.
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No doubt.

And I'm not saying you are (or even all of you are). Good ruling? Maybe. It has good intent, at least, is the point.
 
I've got the second if the opportunity ever came up. Just don't ask me how I feel about my ATP being diluted...
 
Polar742 said:
A great majority of the time, it is very easy to spot an individual with very limited SIC time in 121.
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Not sure if this is a jab at me or not.

In my short time in 121 I have learned a lot. I have learned that some captains are good people that I can learn from. Some captains are people that scare the hell out of me.

Others are people that haven't had much experience outside of flight school and 121 Jets. They could be great but ended up taking a shortcut somewhere and when some crutches go away they nearly fall apart.

Polar742 said:
Not necessarily, in regards to CRM training.
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I agree with this. Not all of it can be taught. Then again some people can easily adjust to a 2 crew environment and some others are just complete dicks regardless of training.

At XJT the CRM training lacked IMO. It didn't seem to be taken very seriously. Just have to hope you have someone good for IOE that can give some pointers and tell you what to expect on the line to help supplement that training.
 
Maybe I am slow, but I really don't get what this thread is about.

The only thing I am certain of in this thread is I agree with everything @Polar742 has said.
 
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