Guys, I'm not sure if this is the right spot to post this, but I'm gonna post it here and in a few other spots on the forum. As I'm sure most of you know the FAA is proposing that all first officers in Part 121 operations should hold an ATP certificate, along with having a minimum of 1500 hours. As someone who someday wants to become an airline pilot, this new legislation would almost make it financially impossible for me along with most others. Here's the link to the proposal:

 

http://www.gpo.gov/f...f/2012-4627.pdf

 

You can submit your comments to the FAA's Notice of Proposed Rulemaking office up until April 30th. After that date the FAA will no longer consider comments regarding the proposed legislation. If you are able, please comment. Submit your comments at www.regulations.gov. Refer to Docket Number: FAA-2010-0100.

 

Best Regards,

Robert

Working as a flight instructor when you are done with college like 90% of everyone else did will make it 'financially impossible'?

 

Since you don't want to work at you career, I suggest you find a job here:

http://www.findtherightjob.com/

Working as a flight instructor when you are done with college like 90% of everyone else did will make it 'financially impossible'?

 

Since you don't want to work at you career, I suggest you find a job here:

http://www.findtherightjob.com/

 

Wow........just wow....

 

 

 

- Robert, you might not remember or were around aviation 5-10 years ago but it use to not be uncommon for regional's to require 1500TT/100ME before you could even get an interview. The recent years of 350TT/50ME will end up disappearing as airlines restructure to meet costs. Look at American Eagle.

 

Frankly I like the 1500 hour requirement. IMO it will keep airlines from hiring cheap labor.

 

Aviation has always been about paying your dues so if CFI'ing to meet your mins doesn't sound interesting find other avenues. You have banner towing, skydive, line patrol, aerial mapping (Google just started a division using T206's) or scenic flying (if you meet day VFR 135). There are many ways to build time but remember everything in aviation is financially impossible.

Wow........just wow....

 

 

 

- Robert, you might not remember or were around aviation 5-10 years ago but it use to not be uncommon for regional's to require 1500TT/100ME before you could even get an interview. The recent years of 350TT/50ME will end up disappearing as airlines restructure to meet costs. Look at American Eagle.

 

Frankly I like the 1500 hour requirement. IMO it will keep airlines from hiring cheap labor.

 

Aviation has always been about paying your dues so if CFI'ing to meet your mins doesn't sound interesting find other avenues. You have banner towing, skydive, line patrol, aerial mapping (Google just started a division using T206's) or scenic flying (if you meet day VFR 135). There are many ways to build time but remember everything in aviation is financially impossible.

 

That's the way it was in the 80s at my airline. I'm not sure why this is such a shocker...lol. I thought it was still like that. I believe it used to be 1500TT/500ME and 500 turbine.

What airline were you at, Jeff?

 

During the 80's those would be very low times as well. Those would be closer to cargo minimums.

Guys, I don't want to argue with you. As much as I appreciate your opinion, I don't think it's right for you to assume that I don't want to work for my career. I've already had to jump through so many hurdles just to get my medical certificate. Anyways, my main point of concern, is the mandatory ATP certificate. In order to get the ATP certificate, as you probably know, you have to have at least 500hrs of cross-country time. Correct me if I'm wrong, but to my understanding, CFIs don't do a lot of cross country time, as this is mostly done solo by the student. Also, I have no problem working as a CFI for a few years. As it already is, I'm going to college to become an ATC, because I couldn't afford all of my flight training during college. I'm hoping that being an ATC for a few years after college would give me enough money to go to a flight school. So, I'll already be a few years behind a lot of pilots. Also, with the demand for pilots being so high, I don't understand why the FAA would want to make it harder to become a pilot.

 

Best Regards,

Robert

After Colgan Air Flight 3407 I think a little more regulation in this area is a good idea. This is basically setting the bar to how things once were really.

 

Also I think that a pilots record should show how many times a test was failed before he/she passed. If they passed on the first go then that should be something a potential employer should see. If they took an examination 12 times before they finally passed then that would indicate the competency of a pilot to a potential employer.

 

I remember writing my PSTAR in Canada, you need 90% to pass and I got 89% (or something like that) on my first go. On my second go I got 100%, therefore my file shows 100% on my PSTAR but doesn't say that I took it twice. If anything failing once actually worked out in my favour.

 

Cheers

Guys, I don't want to argue with you. As much as I appreciate your opinion, I don't think it's right for you to assume that I don't want to work for my career. I've already had to jump through so many hurdles just to get my medical certificate. Anyways, my main point of concern, is the mandatory ATP certificate. In order to get the ATP certificate, as you probably know, you have to have at least 500hrs of cross-country time. Correct me if I'm wrong, but to my understanding, CFIs don't do a lot of cross country time, as this is mostly done solo by the student. Also, I have no problem working as a CFI for a few years. As it already is, I'm going to college to become an ATC, because I couldn't afford all of my flight training during college. I'm hoping that being an ATC for a few years after college would give me enough money to go to a flight school. So, I'll already be a few years behind a lot of pilots. Also, with the demand for pilots being so high, I don't understand why the FAA would want to make it harder to become a pilot.

 

Best Regards,

Robert

 

Life is full of hoops and you got to experience some hard ones young. Expect many more to be coming your way in the future.

 

Here is the definition of cross country time:

 

 

(4) Cross-country time means—

(i) Except as provided in paragraphs ( B)(4)(ii) through ( B)(4)(vi) of this section, time acquired during flight—

(A) Conducted by a person who holds a pilot certificate;

( B) Conducted in an aircraft;

© That includes a landing at a point other than the point of departure; and

(D) That involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems to navigate to the landing point.

 

The 50 miles is only for obtaining your Private, Instrument and Commercial time. Most of my XC time is going to airports about 15 miles away from the training airport when I was teaching.

 

Waiting a few more years to get yourself to an airline is not going to be much in the grand scheme of things. I thought I was going to be old at the airline I am at now. At 27 I am one of the youngest here and in my new hire class most were in their 30's and some into their early 40's. You'll have plenty of time and like the advice I got when I was younger starting in the industry is to make sure to have fun before you get into it because you won't be having much fun when you finally make it.

What airline were you at, Jeff?

 

During the 80's those would be very low times as well. Those would be closer to cargo minimums.

 

WestAir/United Express.

Nice, an original of the whole regional build up.

Here in Hawaii seem to be a number of freight dogs/Part 135 operators; assume pilots are building hours?

 

scott s.

.

Here in Hawaii seem to be a number of freight dogs/Part 135 operators; assume pilots are building hours?

 

scott s.

.

 

Yeah the problem is that most need around the same 1500 hours in the first place. I have a few friends here in Hawaii that are doing the cargo thing so they can make the jump over to Hawaiian without doing the regional flying with WP like I am doing.

up here in canada is the same...either pay 10k for an instructor rating or go up north in the middle of nowhere and work as a ramp agent for minimum a year before going right seat in a king air or something of that category.....to get into a larger carrier then you need minimum 1500 sometimes 2000tt with an atpl....at least in the US there are tonns of carriers compared to up here which makes it really hard...but now there is a really good upward trend since old pilots are retiring and the major carriers are hiring non-stop....hopefully im able to catch this wave within the next few years....