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Is the 1,500 hour rule not just to reduce the supply pool of suitable pilots desperate for a job and willing to work for rubbish terms and conditions? Hence forcing regionals to pay more than a fast food worker? Meaning pilots aren't travelling cross country to start their tour?
I tend to agree that hours mean very little. It is down to the individual and standard of training. |
I think it’s a bit sad to start immediately after school on an airliner as a young pilot. It’s not very challenging and as fun as flying in the bush for example with twin old pistons from the 60th/70th or Cessna Caravan where you land on place you won’t even believe it’s a runway. It really builds your confidence. Flying on your own with basically no rule, multiple different aircraft at the same time, with no paperwork whatsoever except the techlog and no QAR was kinda dangerous, but as a young pilot it’s so much fun. I’m flying Airbus for 5 years now and I really love it. Don’t get me wrong, there are other challenges and satisfaction but I do miss sometimes the freedom of real flying, single crew operation and adrenaline that you never get in airliner. Saying that I fly with a lot of guys who only flew ATR or Jet before and most of them are very good pilots. For a safety point of view I don’t think it’s an issue as long as they are properly trained and their company allows them to fly raw data. |
Originally Posted by dr dre
(Post 10499147)
So what's the problem then.
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Originally Posted by dr dre
(Post 10499078)
a 1500hr US style wonder who’s “experience” is watching amateurs do circuits in CAVOK weather and has had no proper screening or training for an airline job.
Many EVA Suits from new hires previous jobs hanging in your training center ? No ? Thought not. |
There are crap pilots at 1500 hrs and greater. There are very astute ones with merely 200. It’s about their training and ability, both technically and non technically. This varies widely from FTOs, ATOs through to airlines. You could place a 5000 hour limit and achieve the same results. A futile argument. |
Originally Posted by pineteam
(Post 10499095)
I think it’s a bit sad to start immediately after school on an airliner as a young pilot. It’s not very challenging and as fun as flying in the bush for example with twin old pistons from the 60th/70th or Cessna Caravan where you land on place you won’t even believe it’s a runway. It really builds your confidence. Flying on your own with basically no rule, multiple different aircraft at the same time, with no paperwork whatsoever except the techlog and no QAR was kinda dangerous, but as a young pilot it’s so much fun. I’m flying Airbus for 5 years now and I really love it. Don’t get me wrong, there are other challenges and satisfaction but I do miss sometimes the freedom of real flying, single crew operation and adrenaline that you never get in airliner. Saying that I fly with a lot of guys who only flew ATR or Jet before and most of them are very good pilots. For a safety point of view I don’t think it’s an issue as long as they are properly trained and their company allows them to fly raw data. Now please tell me where a European pilot can do bush flying in Europe? My ears are wide open to listen to your guidance. |
Originally Posted by Banana Joe
(Post 10499203)
Now please tell me where a European pilot can do bush flying in Europe? My ears are wide open to listen to your guidance.
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Originally Posted by pineteam
(Post 10499210)
You pack your bag and you go job hunting in Africa like I did. Easy right? However, Susi Air remains a viable option. You can apply and go through the selection with less 250 hours but those are required to start. |
Hello Banana Joe, This is very true. It’s much more difficult nowdays. It was already not that easy 10 years ago. I’m not pointing fingers at pilots jumping straight on Jet. If my first job was on a 737 or 320, I would take it immediately. But I had the chance to do something else and I’m glad I did it and would recommend any new fellow pilots not to rush on airliners as it’s pretty cool and satisfying to do different kinds of flying. |
I knew someone once who had taken two years hard slog (while still working to keep himself and his family going) to gain his licence with 200 hrs. He had a 'rejection letter' from an airline saying "apply again when you have 1,000 hrs". He replied by saying that he had just spent a lot of money and time to gain his licence and was now at 'peak performance' and how could he be seen to be 'better' if he went to the USA to hire a cheap C150 to burn holes in the sky for another 800 hrs? He was invited for an interview and got the job. And was amongst the best pilots I have flown with. But I have flown with "200 hrs wiz-kids" off full time courses who could not think for themselves and flew like 'machines'.
Hours alone mean absolutely nothing. The 1,500 hr requirement in the USA is absolutely nonsense. But then it was imposed by politicians, who are clueless on any aviation matters (as the EASA FTLs prove so clearly). |
and their company allows them to fly raw data. |
Saying flight hours don't count is bull!!!!. I regularly fly with 300/500 hours FO who just paid their way into the right seat with no screening at all . They are a disaster under all point of view to the extent that also a cpt incapacitation would most probably end into one.. Pilots needs to have the required skills and to build a database and they get the the first by genes and the second by experience.. Putting paying morons that sholud not be anywhere close to an aircraft and that later accept peanuts as a salary in the right seat which in turns jeopardize the life of hundreds of passengers while they refine skills that they don't have is not acceptable. Cadetship should be only allowed if fully sponsored by the airline and if the airline has a proper screening and training organization and minor operator should not get an ATO just by thinking boxes. P2F must end before is too late. Normally the best have FI or GA expérience . It used to be the standard and it has to go back to that .
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Cucuotto
Rubbish, it's the lack of screening and training that counts, not 1500 hours in for example GA. British Airways and several European airlines, Easyjet for example, have recruited 250 + hours cadets into the RHS of A320 and similar etc. for decades with no problem. Proper screening prior to training for ALTP, Type Rating and extensive route training with Training Capts. All RHS co-pilots with BA are trained from the start of Route Traiing for two pilot ops. What Airline do you fly for which allows such ill equipped co-pilots on public transport flights? Do you not have any feedback to your obviously poor training set up? I'd like to avoid that company!! |
Originally Posted by cucuotto
(Post 10511326)
Saying flight hours don't count is bull!!!!. I regularly fly with 300/500 hours FO who just paid their way into the right seat with no screening at all . They are a disaster under all point of view to the extent that also a cpt incapacitation would most probably end into one.. Pilots needs to have the required skills and to build a database and they get the the first by genes and the second by experience.. Putting paying morons that sholud not be anywhere close to an aircraft and that later accept peanuts as a salary in the right seat which in turns jeopardize the life of hundreds of passengers while they refine skills that they don't have is not acceptable. Cadetship should be only allowed if fully sponsored by the airline and if the airline has a proper screening and training organization and minor operator should not get an ATO just by thinking boxes. P2F must end before is too late. Normally the best have FI or GA expérience . It used to be the standard and it has to go back to that .
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Originally Posted by Banana Joe
(Post 10511492)
The problem lies with your employer(s) then.*
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Originally Posted by cessnapete
(Post 10511418)
Cucuotto
Rubbish, it's the lack of screening and training that counts, not 1500 hours in for example GA. British Airways and several European airlines, Easyjet for example, have recruited 250 + hours cadets into the RHS of A320 and similar etc. for decades with no problem. Proper screening prior to training for ALTP, Type Rating and extensive route training with Training Capts. All RHS co-pilots with BA are trained from the start of Route Traiing for two pilot ops. What Airline do you fly for which allows such ill equipped co-pilots on public transport flights? Do you not have any feedback to your obviously poor training set up? I'd like to avoid that company!! |
Originally Posted by cessnapete
(Post 10511418)
Cucuotto
Rubbish, it's the lack of screening and training that counts, not 1500 hours in for example GA. British Airways and several European airlines, Easyjet for example, have recruited 250 + hours cadets into the RHS of A320 and similar etc. for decades with no problem. Proper screening prior to training for ALTP, Type Rating and extensive route training with Training Capts. All RHS co-pilots with BA are trained from the start of Route Traiing for two pilot ops. What Airline do you fly for which allows such ill equipped co-pilots on public transport flights? Do you not have any feedback to your obviously poor training set up? I'd like to avoid that company!! |
Originally Posted by pineteam
(Post 10499210)
You pack your bag and you go job hunting in Africa like I did. Easy right? When applying for a airline job, your background is checked and any (recent) years in a country with less than decent administration will result in a gap in your whereabouts, causing you to fail the background check and therefore make you ineligible for the job. Few years ago this was a big problem with guys flying in Indonesië, I Imagine Africa would be even worse. Besides that, how many jobs are there in the bush? I am guessing not enough, by far, to give every future airline pilot that experience, besides the point that, in my part of the world, you can spend up to 100.000 euro for training, which the bank really wants back when you are earning next to nothing flying medicin to a village. |
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