Preparing for the 121 leap.

Whatusername

Whatusername

Well THIS is awkward!
So back in October I took a survey/mapping job and it’s going great time building wise (I just crossed 1350TT). By April I should be at ATP mins.

With that being said what do I need to do to prepare for part 121 training at a regional? I know getting used to Jepp charts will help. I also need to get more IFR experience (my company’s aircraft are kind of sort of VFR only). But aside from that how can I make the transition from a Cessna 172 to a CRJ a bit easier?
 
I wouldnt worry about studying anything airplane specific yet. Once you get a class date with someone and want to look ahead, perhaps then. Learning JEPPS and knowing the symbology would probably be a good place to start. Probably wouldnt hurt to get in some flight sim(even desktop PC) time with some IFR procedures if youre rusty on that.
 
The only 121 training that required me to have things memorized prior to class was a few years ago. Not sure if that’s even still a thing in the regional world now, it seems most just want you to show up with a good attitude and minimal issues back home. They will spoon feed you the information you need to know, as soon as you get your iPad/tablet is when you will commence hours of studying and memorizing.

I would honestly stay away from generic quizlet as the law of primacy could actually impact your studies negatively. If company A does things different from company B, and they both do things differently from the manufacturer manuals then it can get messy with memory items and limitations.

The regional training departments are built for people with zero jet and 121 experience. I went from a caravan to that, it took a lot of effort but wasn’t that hard. The biggest thing is just having a good attitude and not being negative when you hit a plateau in training. Good luck!!!
 
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Whatusername said:
So back in October I took a survey/mapping job and it’s going great time building wise (I just crossed 1350TT). By April I should be at ATP mins.

With that being said what do I need to do to prepare for part 121 training at a regional? I know getting used to Jepp charts will help. I also need to get more IFR experience (my company’s aircraft are kind of sort of VFR only). But aside from that how can I make the transition from a Cessna 172 to a CRJ a bit easier?
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All airplanes work the same way. Don't worry about the specifics. They are minuscule compared to the big picture.

Know how to make good decisions. Know what the variables are in making those decisions. Know how to fly an airplane - by hand, by instruments by hand, and by all the machines that go Ping. Know how/what makes an airplane fly, and how/what makes an airplane stop flying.
 
Kingairer said:
Probably wouldnt hurt to get in some flight sim(even desktop PC) time with some IFR procedures if youre rusty on that.
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I’m thinking about getting some time in a Redbird and hammering out some IFR stuff when I’m back home in late March. Of if I can find a cloudy day go up with a CFI-I and practice that way.

One other question I moved all of my logbooks to Foreflight. When I start interviewing should I still bring my physical logbooks and a printout of my digital logbook or could I skate by with doing a print out of my digital logbook?
 
You need to 110% be able to shoot an ILS down to mins and be 110% on your IFR skills. If you can’t do that in a 172, there’s no way you’re doing it in an RJ single engine, hand flown, going 140kts.
 
Jordan93 said:
You need to 110% be able to shoot an ILS down to mins and be 110% on your IFR skills. If you can’t do that in a 172, there’s no way you’re doing it in an RJ single engine, hand flown, going 140kts.
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Agreed which is why I want to spend some time in the IFR system before I show up in a IFR environment. To be fair I don’t think I need that much time.
 
Whatusername said:
Agreed which is why I want to spend some time in the IFR system before I show up in a IFR environment. To be fair I don’t think I need that much time.
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I think the takeaway here is, dont worry about airplane systems. Study up and practice your IFR flying, thats 100% of what youll be doing. Maybe go back as if you are going to take your Instrument rating all over again and get that proficient on everything.
 
Kingairer said:
I think the takeaway here is, dont worry about airplane systems. Study up and practice your IFR flying, thats 100% of what youll be doing. Maybe go back as if you are going to take your Instrument rating all over again and get that proficient on everything.
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This I can do! Thanks for the help guys!
 
Kingairer said:
I think the takeaway here is, dont worry about airplane systems. Study up and practice your IFR flying, thats 100% of what youll be doing. Maybe go back as if you are going to take your Instrument rating all over again and get that proficient on everything.
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+1. They'll teach you everything you need to know about systems/profiles/etc in class. Show up IFR current. A good resource for this if you haven't already invested is Everything Explained for the Professional Pilot. Its a bit ADD/ADHD in Font and Bold/Underlining, but holy hell did he not miss a single regulatory thing. Really useful to track down that one really obscure thing in "plain language" and then use the citation to go find the actual Reg/AIM/LOI reference.
 
Jordan93 said:
You need to 110% be able to shoot an ILS down to mins and be 110% on your IFR skills. If you can’t do that in a 172, there’s no way you’re doing it in an RJ single engine, hand flown, going 140kts.
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Oh no, not the dreaded single engine, flight director on, slow motion video game!!!

Even without the flight director, you still have a drift bug showing you exactly how much correction you need.

Flying an ILS in a modern jet is about as easy as it gets.
 
jtrain609 said:
Oh no, not the dreaded single engine, flight director on, slow motion video game!!!

Even without the flight director, you still have a drift bug showing you exactly how much correction you need.

Flying an ILS in a modern jet is about as easy as it gets.
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Yea it’s pretty easy if you are proficient flying instruments. If you have a crappy scan or haven’t flown an IAP in a year, it’s not going to be a cake walk like you suggest.
 
Apply now to anybody who will let you apply now. You don't want to get to 1500 and then have to sit around for 30 days for your interview and then another 5 months for a class date. Look at your target airlines. There is interview gouge out there for every single one. If you don't know where to look, PM me and I can get some for you for the airlines you're looking at.

The EEPP book mentioned is gold, but it's not a cover to cover read. You need direction on where to go in it. Depending on who you interview with you're going to need to know swept-wing aerodynamics, gas turbine engines, 121 divert requirements (and other FARs), airport markings/lighting, etc.

Oh yeah, and Sheppard Air for your ATP written.
 
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