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Turboprop command or jet F/O

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Turboprop command or jet F/O

Old 4th Feb 2012, 22:45
  #61 (permalink)  

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Jet2 is pretty reputable...
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Old 4th Feb 2012, 22:59
  #62 (permalink)  
 
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I know of one TP LHS who has recently joined Jet2 but back in the RHS.
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Old 5th Feb 2012, 00:51
  #63 (permalink)  
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Going back from LHS Prop to RHS jet would be no problem for me as long as the conditions are even or better. I don't need the ego thing. But there seem to be some companies who dont want ex captains on their RHS, unfortunately.
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Old 5th Feb 2012, 06:26
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Went from LHS Dash-8 to RHS Boeing. Of course this is in the USA, so that's pretty normal here. Different world over here I suppose in that regard, interesting to read this thread and see how different it is out there. Used to be here it was minimum 1000 hours command time in pretty much ANY large turboprop or regional jet to get a shot at the RHS at a major airline. Most regional pilots here would happily jump out of the right seat of a CRJ / ERJ to fly left seat in a Brasilia, etc.

And then, of course, happily jump out of the turboprop LHS to the right seat in a Boeing or Airbus, etc (for a different company, obviously).

These days though, even over here you really need both jet and command time (though the command time could just as well be on a turboprop, with RHS time in the jet) to be competitive. But, if it were one or the other, the large turboprop command would be the more important of the two. Again, only applies to the USA.
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Old 5th Feb 2012, 16:03
  #65 (permalink)  
 
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DE Capt with Jet2 and only TP experience? Even if the previous type was an Electra, its exceptionally unusual these days.
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Old 5th Feb 2012, 16:56
  #66 (permalink)  
 
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to quote Piltdown Man

"I'll have to quote a former training captain who I greatly respect, a guy called Dave Fisher. He said "You never turn down the chance of a command"."

This 'one size fits all' advice really isn't very helpful...there are just too many different personal circumstances at play...this thread sits very well with the "Ezy Captain or Virgin F/O" thread also on this forum.....the best advice Ive seen is to get in with the airline you want to spend your career with at the earliest possible opportunity..to do that you need to see what their requirements are...I would guess most legacy carriers..indeed almost all career jet airlines would prefer jet time regardless of seat over LHS turbo prop time...the only time LHS T/P time will stand you in good stead would I imagine be some sort of contract T/P job.

If on the other hand you like it where you are and want to progress from within, then I would take the command on the Turboprop...it will be a more fulfilling job sooner and, hey, if you have no wish to move on then what anyone else wants doesn't come in to it.

The bottom line is One mans meat is another mans poison....I love doing long haul and wouldn't change it for anything...a mate of mine has been flying turboprops for years and likes the more personal feeling of a small regional airline...another works short haul A320's on northern base and is happy as a pig in SH£t, so don't let anyone else's preconceptions lead you astray...do what feels right for you and no-one else

Last edited by sorvad; 5th Feb 2012 at 17:14.
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Old 5th Feb 2012, 17:14
  #67 (permalink)  
 
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I was in a similar position and went for the jet experience. Luckily i got my jet command earlier than those who took the LHS TP. Unfortunately most companies just look for jet hours. So it all depends on what you want to achieve in your flying career.
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Old 6th Feb 2012, 11:36
  #68 (permalink)  
 
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Take the jet while you are still younger than the captains you will be flying with. Upgrade on the Embraer and your next move into the left seat of an A320/B737 will a much smaller step.

However your next thread may be asking about A320 Captain vs B777 F/O.

Few serious airlines these days have turbo props in mainline, they get passed off to separate feeder companies with far lower terms and conditions and often little or no prospect of advancing across.

If you have career ambitions getting onto a jet asap is what counts, this part of the world is virtually all jet, I can't remember the last time I saw a TP in Hong Kong.

Turbo prop command would be better for a pilot close to retirement and happy where he was.

An older turbo prop Captain may be seen as less desirable than a young jet F/O who is easier to teach and less set in his ways.
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Old 6th Feb 2012, 14:20
  #69 (permalink)  
 
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METROMAN
This sounds more interesting, so in Asia, with its mega growth, there are DE Capt on A320 positions which you can get with EMB195 command time? If this is the case and the OP is willing to work in Asia, it does put a completely different complexion on the argument. The only issue now is how to get back to Europe, should you not want to spend 30 years in the Topics.
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Old 6th Feb 2012, 14:50
  #70 (permalink)  
 
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i have lots of friends flying on q400, A320, several on B737 and one on B747.
they all agree that flying a turboprop is harder and more demanding job and it will make one a better pilot.
unfortunately today that is not something that is appreciated.
if you don't intend to stay within same company and get to jet by seniority grab jet time!
also having experience in two types increases your chances to get some job if your company decide that your services are no longer neaded.
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Old 7th Feb 2012, 12:12
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My company loves RJ pilots, second only to rated with experience on type. DEC unlikely but 6 -12 month upgrade expected.

As a late 20s - early 30s jet F/O you fit the "profile". Mid 30s with only TP time and you are moving outside of what airlines want.

Over here A320/B737s are regarded as a bit of a nuisance by some controllers as they interfere with the flow of widebodies.
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Old 7th Feb 2012, 15:37
  #72 (permalink)  
 
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Jesus! Only 8 years to retirement, thank God for that!!
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Old 25th Aug 2012, 10:21
  #73 (permalink)  
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Quick update if someone is interested. I took the Q400 command. And by no I really don't regret it It's a lot of fun and of course a bit more money. No one knows what future in aviation will bring but right now if feels for me that the prop command is better for my personal and academical development than sitting in the RHS of a medium jet.
We will see in a couple of years

Last edited by bavarian-buddy; 25th Aug 2012 at 10:25.
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Old 25th Aug 2012, 10:32
  #74 (permalink)  
 
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A few times a pilot with a lot of TP command time will be offered an upgrade to a Jet command
I have seen it a few times in the past. It just depends on the day to day requirements.
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Old 27th Aug 2012, 11:34
  #75 (permalink)  
 
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You are working for Augsburg Airways by any chance?
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Old 28th Aug 2012, 21:10
  #76 (permalink)  

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Good to see a thread intelligently and well argued from both sides. I was interested in this topic because I've thought of moving onto frieght in the past. My domestic situation dictates I stay here (on TPs) and I don't have a problem with that. The older you get, the more important quality of life becomes.

However, stick your LHS/RHS rubbish up your jumper, the REAL action is in proper aircraft in the seat just behind the F/O (if you can find one outside of a museum, where mines is).
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Old 3rd Sep 2012, 14:59
  #77 (permalink)  
 
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I'm currently in the same situation however my current company has no jets to progress onto so I've decided to go with the jet. A320 to be exact, but then again I'm looking at getting to the M.East so it's all about jet time. I did enjoy my Q400 upgrade sims .
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Old 8th Sep 2012, 13:22
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I realise you guys might think that this is a very noobish question, but please humour me.

Why do airlines consider TP hours to be a waste of time? I don't see how the engine type makes that much of a difference to the pilot. Turboprops are just unducted turbofans anyway.
Or is it about the size of aircraft, TPs being smaller than jets, with lower speeds and altitudes etc?
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Old 8th Sep 2012, 13:46
  #79 (permalink)  
 
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Let me know if you ever find the answer!!!!
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Old 8th Sep 2012, 14:45
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Likewise I'd be quite keen to know.
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