Turboprop Pic..Jet SIC??

anthenry said:
This is well said. I have 5000 total time and 1500 TPIC in king airs and the metro and all single pilot. My goal was to fly for a major when I went the turboprop pic route. Now everywhere I have applied and every hr rep I have talked with, either on the phone or at a job fair, has told me without jet time, fms time, and multi crew time they would not consider me. That would include Alaska, Spirit, Virgin, Jet Blue, and Frontier. On the other hand I know several great lakes captains that are going to spirit and interviewing now with frontier because they have 121 pic time and crew.
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TPIC isn't required anymore, and I am not sure it was really that big of a deal in the past. I have a buddy who was a 4 year Eagle RJ FO who got picked up at Spirit. Granted, not a major, but not a regional, either.

If you want to go 121, the best way is to get into 121.
 
MikeOH58 said:
I was being facetious when I asked if you spent a lot of time @ FL420 as it's generally not available as it's outside of RVSM.
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I hear a lot of corporate jets up there, outside of RVSM just mean increased separation requirements. It takes a lot of energy (fuel) to get up there and greater pressurization requirements and stress on the aircraft. Years ago I was talking to BD-700 pilot I think? and obviously because of the lack of traffic and weather its easier to get direct to a fix a thousand or so miles away... Flying at these altitudes he said allowed them to fly non-stop from Miami to Eastern Europe.

Pretty hard to get on the eastern seaboard of the US at FL300.
 
HVYMETALDRVR said:
I hear a lot of corporate jets up there, outside of RVSM just mean increased separation requirements. It takes a lot of energy (fuel) to get up there and greater pressurization requirements and stress on the aircraft. Years ago I was talking to BD-700 pilot I think? and obviously because of the lack of traffic and weather its easier to get direct to a fix a thousand or so miles away... Flying at these altitudes he said allowed them to fly non-stop from Miami to Eastern Europe.

Pretty hard to get on the eastern seaboard of the US at FL300.
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I spend the majority of my time at FL450 and i've literally never heard anyone cruising @ 420 or 440 for that matter. Ever.
 
HVYMETALDRVR said:
Depends on the size of the a/c also, Q400 PIC not as big of a deal to transition to a 737, Beech 1900? Eh... quite a leap. Not bashing turboprops, just saying we have a few guys here at my regional that had to start over to get jet time.
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If we did things correctly in aviation, everyone would do their primary training in jets and have to work their way up to multi-engine pistons.
 
Crop Duster said:
If we did things correctly in aviation, everyone would do their primary training in jets and have to work their way up to multi-engine pistons.
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The most difficult airplane I've ever flown was a pa31. No turbine in the world has the workload of that thing with an engine out while IMC.
 
Corporate Pilot said:

From FL410 to FL600 cruising altitudes are odd not even, ie FL430 west bound, FL450 east bound and so on. To fly at FL440 would have to get a block FL430-FL450 clearance.
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So, they are available. I fly at these altitudes (up to 45K) every once in a while and seeing you said they were "unavailable" raised the question.
 
Okay I lied, I'm a 22/yr old Brazilian ex-adult film actress living in Miami trying to save up money towards my pilot's license and a respectable job. Maybe someone will let me sit right seat lol ;)
 
z987k said:
The most difficult airplane I've ever flown was a pa31. No turbine in the world has the workload of that thing with an engine out while IMC.
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Yep. Metro=yawn(except in a crosswind). Brasilia(yes, I have the SOP and POH in front of me)=even more yawn. 99=please for the love of god let most of the wing fall off so I have something to do!!!! :)

Operationally, I tip my hat to aerial survey, and slogging around in a 210 in the Midwest carrying bank work as being properly difficult. @Boris Badenov agrees I'm sure.

Systems issues have procedures and your own systems knowledge to make the decision for you. Other ADM scenarios require superior judgement and it doesn't matter which airplane you learn that in. Learning the nuances of a new airplane is what training is for. If it takes more than one time in the sim to learn how to slow down in a more slippery airplane, you probably shouldn't be flying that plane. Hell, a Cessna flies nothing like a piper. A baron flies nothing like a seminole. A metro sure as HELL is nothing like a 1900. I'm not understanding the jet argument. Crew time is the only objective thing that can actually be argued. By pilots at least. HR doesn't think logically like pilots, and that is the problem. Crew time is a valid argument though. Plenty of single pilot weirdos out there. :) FMS and glass, I just shake my head. ANY phone is more difficult and more advanced. Whatever I guess.

BUT, since it's a semantics game these days. Become REALLY good at brown nosing, or go 121 if you want to do 121 OP.
 
z987k said:
The most difficult airplane I've ever flown was a pa31. No turbine in the world has the workload of that thing with an engine out while IMC.
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Lose one in an MU-2 at rotation and get back to me.

That said, the Chieftan is for Chiefs, no doubt.

And yes, UAL, BorisBadenov agrees, wholeheartedly. The Force is strong in this one!
 
UAL747400 said:
Crew time is a valid argument though. Plenty of single pilot weirdos out there. :) FMS and glass, I just shake my head. ANY phone is more difficult and more advanced. Whatever I guess.
BUT, since it's a semantics game these days. Become REALLY good at brown nosing, or go 121 if you want to do 121 OP.
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What's brown nosing? I'm a single pilot weirdo; All I know how to do is fly. I always thought reading scripts was for actors. I'm not an actor, but I did play one on TV. :)
Boris Badenov said:
Lose one in an MU-2 at rotation and get back to me.
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Boris hit the target with is Mitsubishi shot; I heard the Japanese developed that model to teach the Asiana crews stick and rudder skills.
 
UAL747400 said:
I think you know the types I'm talking about. The guy that leaves you saying "Wow...", and not in a good way. :)
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Oh, I get it. Just feeling particularly snarky tongiht. :) But, then, I am a single pilot weirdo after all.
 
Crop Duster said:
I heard the Japanese developed that model to teach the Asiana crews stick and rudder skills.
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Not a whole lot of rudder required (although it's reasonably effective, as far as I can remember). Not having ailerons means no adverse yaw. The Dance of the Mitsi only occurs with an engine failure at low speed, but what a high-tempo salsa it is! IMS, the checklist is something like:

1) Stab desperately at the pedestal to find the aileron trim (ok, it does have ailerons, but only for trim). Hope it works! If you can find it!
2) Hold the aileron trim knob in to the live engine whilst milking the yoke for approximately 10 years. I mean seconds.
3) Wait for the gear to get in the wells, which takes only another 10 years or so. I mean seconds.
4) Whistle over terrified bystanders at ~50 feet, keeping an eye out for power lines and low-flying kites
5) Gently milk flaps up from 20, because if they were lower than 20, you're already dead.
6) Climb gleefully away at a surprisingly high rate, once you're around 120 knots IAS and cleaned up.
7) Spend rest of flight figuring out stealthy disposal-strategy for soiled underwear.
8) Mein Fuhrer! I can FLY!

Probably ought to be Memory Items, really.

PS. Oh, yeah. Ours also had an STC for a fuel dump out of the tip tanks. I heard this story once about this guy who somehow managed to feed from the tip on one side and the mains on the other and had to dump a lot of jet-a over some damned place called "Illinois" so the thing would be controllable at low speed, what with the huge amount of fuel sitting out on one wing and not the other. What a dumbass! It was probably over a watershed, though, so it does explain Rahm Emmanuel. I blame myself. I mean that dude..
 
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Boris Badenov said:
Not a whole lot of rudder required (although it's reasonably effective, as far as I can remember). Not having ailerons means no adverse yaw. The Dance of the Mitsi only occurs with an engine failure at low speed, but what a high-tempo salsa it is! IMS, the checklist is something like:

1) Stab desperately at the pedestal to find the aileron trim (ok, it does have ailerons, but only for trim). Hope it works! If you can find it!
2) Hold the aileron trim knob in to the live engine whilst milking the yoke for approximately 10 years. I mean seconds.
3) Wait for the gear to get in the wells, which takes only another 10 years or so. I mean seconds.
4) Whistle over terrified bystanders at ~50 feet, keeping an eye out for power lines and low-flying kites
5) Gently milk flaps up from 20, because if they were lower than 20, you're already dead.
6) Climb gleefully away at a surprisingly high rate, once you're around 120 knots IAS and cleaned up.
7) Spend rest of flight figuring out stealthy disposal-strategy for soiled underwear.
8) Mein Fuhrer! I can FLY!

Probably ought to be Memory Items, really.

PS. Oh, yeah. Ours also had an STC for a fuel dump out of the tip tanks. I heard this story once about this guy who somehow managed to feed from the tip on one side and the mains on the other and had to dump a lot of jet-a over some damned place called "Illinois" so the thing would be controllable at low speed, what with the huge amount of fuel sitting out on one wing and not the other. What a dumbass! It was probably over a watershed, though, so it does explain Rahm Emmanuel. I blame myself. I mean that dude..
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I rode in one once out of APA when my LeBaron broke. Felt shady. Mainly because the guy fell asleep I guess. haha
 
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