Command Total Hours ( Airline Crew )
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Command Total Hours ( Airline Crew )
hello...
i am gathering some information on the total hours required to upgrade from f/o to captain in airlines.
our company ( kuwait airways ) requirment is 5000 hrs.
what is your company requirment. and please state your company name .
may be aslo somebody can guide me to some links for this info.
thanks
i am gathering some information on the total hours required to upgrade from f/o to captain in airlines.
our company ( kuwait airways ) requirment is 5000 hrs.
what is your company requirment. and please state your company name .
may be aslo somebody can guide me to some links for this info.
thanks
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Hrs to upgrade
Dear Kuwait 340 /
xxx
A tough question to answer, because there are so many factors that enter into the question of making statistics for upgrade. To answer your question in a general manner, I would say anywhere between 1,500 to 5,000.
xxx
Take in account of the type of equipment (airplane), and type of routes.
If you deal with small aircraft operators with smaller airplanes of the 20-50 passenger capacity, maybe you will find that 1,500 to 2,500 hrs might be the standard. Most countries require 1,500 hrs time to obtain the ATPL licence to be a captain, so expect that figure as an absolute minimum.
xxx
If you deal with airlines having large airplanes exclusively, the figure might be the 5,000 hrs you mentioned. Occasionally, the airline does not have a large number of F/Os that are upgradable (not enough hours), so they resort to direct entry hiring of captains. Remember also that if you establish a standard of 5,000 hrs total flight time, you might also find out that they will also require 1,000 hrs experience on type as F/O with the company. Remember also that some airlines also upgrade with a "seniority system".
xxx
I am with Aerolineas Argentinas, I happened to have been hired as a direct entry B-747 captain and instructor, and ended-up being included into their seniority list, and now also flying as a regular line captain and check captain. We have a 5,000 hrs minimum requirement for a first upgrade to captain B-737, and a requirement of 1,000 hrs on 737 as F/O for that first upgrade. But again, all rules have exceptions, and these minimums are sometimes waived. So no "hard rule"...
xxx
Look also at hiring minimums. As an example, we hire pilots with at least the ATPL with a B-737 or MD-80 type rating, which is a must, and we select (or try to select) these new hires that have 500 hrs of turbojet time (i.e. in bizjets), besides the B-737 or MD-80 rating requirements. I often am in the new hire selection board, so I know our standards.
xxx
Some 15 years ago, I flew a bref contract with Cargolux as 747 captain. That airline has no other types but 747 aircraft. It is likely that they might require their upgrading F/Os to have 2,000, maybe 3,000 hrs on type before the upgrade. I do not know if a total time requirement exist for them.
xxx
I hope this is of some help to you.
Happy contrails - Masalamah...
xxx
A tough question to answer, because there are so many factors that enter into the question of making statistics for upgrade. To answer your question in a general manner, I would say anywhere between 1,500 to 5,000.
xxx
Take in account of the type of equipment (airplane), and type of routes.
If you deal with small aircraft operators with smaller airplanes of the 20-50 passenger capacity, maybe you will find that 1,500 to 2,500 hrs might be the standard. Most countries require 1,500 hrs time to obtain the ATPL licence to be a captain, so expect that figure as an absolute minimum.
xxx
If you deal with airlines having large airplanes exclusively, the figure might be the 5,000 hrs you mentioned. Occasionally, the airline does not have a large number of F/Os that are upgradable (not enough hours), so they resort to direct entry hiring of captains. Remember also that if you establish a standard of 5,000 hrs total flight time, you might also find out that they will also require 1,000 hrs experience on type as F/O with the company. Remember also that some airlines also upgrade with a "seniority system".
xxx
I am with Aerolineas Argentinas, I happened to have been hired as a direct entry B-747 captain and instructor, and ended-up being included into their seniority list, and now also flying as a regular line captain and check captain. We have a 5,000 hrs minimum requirement for a first upgrade to captain B-737, and a requirement of 1,000 hrs on 737 as F/O for that first upgrade. But again, all rules have exceptions, and these minimums are sometimes waived. So no "hard rule"...
xxx
Look also at hiring minimums. As an example, we hire pilots with at least the ATPL with a B-737 or MD-80 type rating, which is a must, and we select (or try to select) these new hires that have 500 hrs of turbojet time (i.e. in bizjets), besides the B-737 or MD-80 rating requirements. I often am in the new hire selection board, so I know our standards.
xxx
Some 15 years ago, I flew a bref contract with Cargolux as 747 captain. That airline has no other types but 747 aircraft. It is likely that they might require their upgrading F/Os to have 2,000, maybe 3,000 hrs on type before the upgrade. I do not know if a total time requirement exist for them.
xxx
I hope this is of some help to you.
Happy contrails - Masalamah...
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Dear BelArgUSA...
thank you for your great and detailed reply on this matter.
what made me do this info collecting is that i came across some websites and also heard that some airlines required total hours (including hrs on type) are 3500 and one of the airlines is ( ryan air ).
i am sure that easy jet will be in the same range.
i am also thinking that if a f/o flies A340 for 5000hrs and another f/o flies A320 for 5000hrs . the A320 f/o will doing more sectors and more t/o and ldgs than the A340 f/o who is mostly doing long sectors.
so the company who are dealing with large a/c and long sectors should have the 5000hrs requirment.
and the company who are dealing with short haul a/c (low cost and high number of sectors per month hence per year) should have somthing like 3000-4000 hrs requirment.
thank you for your great and detailed reply on this matter.
what made me do this info collecting is that i came across some websites and also heard that some airlines required total hours (including hrs on type) are 3500 and one of the airlines is ( ryan air ).
i am sure that easy jet will be in the same range.
i am also thinking that if a f/o flies A340 for 5000hrs and another f/o flies A320 for 5000hrs . the A320 f/o will doing more sectors and more t/o and ldgs than the A340 f/o who is mostly doing long sectors.
so the company who are dealing with large a/c and long sectors should have the 5000hrs requirment.
and the company who are dealing with short haul a/c (low cost and high number of sectors per month hence per year) should have somthing like 3000-4000 hrs requirment.
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Upgrading a F/O
Dear Kuwait 340 /
xxx
One thing we do here in Argentina, is that all our 747 F/Os have the P1 captain rating in the aircraft. We trade seats constantly. They fly in the left seat to be PF, and the right seat to be operating as PNF. This brings the proficiency levels one step ahead. When a F/O upgrades to captain (a matter of paycheck) - they have a lot of left seat experience, and can therefore log PIC time when flying PF. There has never been any incident because of that policy.
xxx
Airlines that restrict occupation of the LH seat to captains only, are not preparing their F/Os for an upgrade. We use US/FAA part 121 standards and rules in Argentina. Nothing in these regulations to restrict a F/O to occupy the LH seat. The 747 has fully duplicated controls (including nose wheel steering tiller).
xxx
The PIC is then just selecting which sectors will be flown by the F/O, In my own case, I elect to be the PF when weather conditions dictate, or if dealing with difficult airports. Of all the airlines I have worked for, PanAm for many years, Cargolux, Air Atlanta, ONA/UACI (ACMI with Saudia), I consider the Argentina F/Os to be best in proficiency, because of such policies.
xxx
Fact is that nearly all F/Os we have in the 747 were actually captains on other types of aircraft.
A lot of "4 stripes" in our flight decks... brains, proficiency and experience.
I wish the public knew that fact.
xxx
Happy contrails
xxx
One thing we do here in Argentina, is that all our 747 F/Os have the P1 captain rating in the aircraft. We trade seats constantly. They fly in the left seat to be PF, and the right seat to be operating as PNF. This brings the proficiency levels one step ahead. When a F/O upgrades to captain (a matter of paycheck) - they have a lot of left seat experience, and can therefore log PIC time when flying PF. There has never been any incident because of that policy.
xxx
Airlines that restrict occupation of the LH seat to captains only, are not preparing their F/Os for an upgrade. We use US/FAA part 121 standards and rules in Argentina. Nothing in these regulations to restrict a F/O to occupy the LH seat. The 747 has fully duplicated controls (including nose wheel steering tiller).
xxx
The PIC is then just selecting which sectors will be flown by the F/O, In my own case, I elect to be the PF when weather conditions dictate, or if dealing with difficult airports. Of all the airlines I have worked for, PanAm for many years, Cargolux, Air Atlanta, ONA/UACI (ACMI with Saudia), I consider the Argentina F/Os to be best in proficiency, because of such policies.
xxx
Fact is that nearly all F/Os we have in the 747 were actually captains on other types of aircraft.
A lot of "4 stripes" in our flight decks... brains, proficiency and experience.
I wish the public knew that fact.
xxx
Happy contrails
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Forgot this -
xxx
Yes I agree for the number of sectors and landings you mention...
I am lucky if I fly (as PF) some 4 or 5 landings monthly...
I get no proficiency on 10-12 hrs long legs on autopilot.
An average B-737 or MD-80 pilot flies 40 or 50 sectors per month.
They know 40 different airports - I merely operate to a dozen airports.
xxx
Again happy contrails
xxx
Yes I agree for the number of sectors and landings you mention...
I am lucky if I fly (as PF) some 4 or 5 landings monthly...
I get no proficiency on 10-12 hrs long legs on autopilot.
An average B-737 or MD-80 pilot flies 40 or 50 sectors per month.
They know 40 different airports - I merely operate to a dozen airports.
xxx
Again happy contrails
