Challenger F.O. Requirments

[flightmahtman4n]

I was wondering what the requirments are for a right seater in the challnger 601? Is it just have 135 mins?

 

[Starcheck]

With no consideration to insurance.

Besides the Certificate and ratings, there really are no 135 or 91 flight time requirements for a SIC. However, FAR 61.55 spells out in detail the minimum training, ground and flight as appropriate.

 

[flightmahtman4n]

if insuarance was included what have you seen for the requirments?

 

[Starcheck]

Other than them being higher than regulatory requirements, I've never looked at this aspect. However, I'd S.W.A.G a couple of thousand hours + sim training (simuflite, flightsafety, etc...).

 

[flightmahtman4n]

What s S.W.A.G. I met a pilot that really wants me to fly with there company but he was not sure of the insuarance requirments. I am a low time pilot 1400 and all 135 mins. met. he is checking with chief pilot right now but the excitment is killing me, waiting to find out.

 

[Kingairrick]

My company has a 604 on a 135 cert. We have $50 million in liability. Our insurance requires:
2500 PIC Multi-engine Turbojet
Current FSI
Sorry.....

 

[Capthuff]

A friend of mine got hired for a 600 with only 1500tt and 400 jet. But that was pre 9/11.

 

[TaxiDriver]

Besides meeting the qualifications for your insurance carrier, you may need to meet the minimum qualifications if you plan flying Part 135. Although minimum flight time for SIC's are not stipulated in the FAR's (besides the obvious), in this day and age...many customers are looking to Wyvern approved charter operators when they book a trip. To be a Wyvern approved pilot, you must meet certain hour requirements. For SIC I think it is 2500TT and 500 jet/100 in type...but I am not sure. Similar qualifications are required when a 135 operator flies trips for EJA and other large companies. I know my employer does not hire anyone under 2500TT just for that reason....there is no need to hire a 135 SIC if they can't meet the requirements for every trip that is booked.

Just my two cents.....if you do get hired....make sure you do more than yank the gear and do jepps. At 1400TT, I can't see what you could bring to the table flying a CL-601....other than a great work ethic and attitude, which may be what they are looking for. Sorry to be blunt, but with all the pilots on the street with thousands of hours and numerous type ratings that would love an SIC job in a 601, you have to ask yourself....why me??

Good luck.

 

[Wiggums]

Just my two cents.....if you do get hired....make sure you do more than yank the gear and do jepps. At 1400TT, I can't see what you could bring to the table flying a CL-601....other than a great work ethic and attitude, which may be what they are looking for.

Just wondering, how is this any different from all the people that got hired to fly RJs with around that same amount of hours?

 

[TaxiDriver]

Great question Wiggums!

Having worked for a commuter airline I can say that flying the right seat of an RJ is somewhat different than flying the right seat of a 601. Here's why.

Flying an RJ involves flying to the same airports month after month, mostly domestic. Under normal ops, the SIC is responsible for SIC duties only. So for that duty assignment, he/she only has to focus on whether they are the PF or PNF for each given leg. When you have an SIC with around 1000TT, the skills of flying a large jet in the system are still being refined. I believe that most CRJ Captains expect low time SIC's to have a big learning curve once they get on line. (Of course there may be a 1000 hr Chuck Yeager out there that can fly circles around all of us. )

It has been my experience that when hired into a corporate flown large cabin jet, there is much more expected out of an SIC. From day one, it is expected that you know how to fly. For most corporate pilots, flying from point A to B is the simple part....it is knowing what comes before A and after B to make a trip successful....and to keep your job. Don't get me wrong, i'm not saying a corporate pilot is God's gift to aviation.....it's just quite different from airline flying. Within a few hours notice, we could be called to fly anywhere in the world....doing an approach to minimuns, to an airport we have never been before, in a foriegn country. Keep in mind that before this flight we had to arrange transportation for the passengers, arrange crew lodging, notify customs, arrange and sometimes prepare catering, check weather and determine the routing, arrange fuel stops...just to name a few tasks. While enroute, the crew is constantly making sure the client is comfortable....is catering satisfactory and should we order more food so it is ready at the fuel stop, look at what they would like to eat on the return trip, what is the flying schedule when we return, how is that going to affect the maintenance schedule, oh....the passenger just spilled red wine over the beige carpet....we need to get that cleaned upon landing...where?...we are at a foreign airport....Not AGAIN!! Not once did I mention anything about flying the airplane because both pilots have the experience to fly from A to B without the need to discuss how to do it. Yeah, we all may need a little refresher every now and then, but I have a feeling that a 1400 hr pilot would be more prone to "deer in the headlights" than someone a little more seasoned.

That's my 1/2 cent....of course I may be way off here, so be it!

 

[avratdwc]

Unfortunately I have to agree with "Taxi". I have been in the corp gig for a while and I thought it was all going to be flying. WRONG!! We do just about everything else that makes flying the airplane look easy. Also, be careful, dont take something that looks glamorous because of what it looks like on the outside. Aviation is a small community. If you get picked up by this CL-60 you may harm yourself for the future. Alot more is expected out of a Challenger pilot than a King Air or Citation pilot. PM me if you have any questions. CYA

Avrat

 

[avbug]

Taxidriver is absolutely correct. Nothing to add to that.