Multi PIC vs Turbine PIC

[GOBUFFS]

how much multi-PIC is enough to move on to the next level(when the industry picks up)? currently flying checks in a baron, and thought about moving to a company with caravans.
is turbine PIC still as valuable if it is done in a single? how is it weighted? thanks in advace.
God Bless

 

[AK737FO]

2 is better than 1

Most airlines want to see a healthy dose of PIC in multi-engine turbine airplanes. If the C208 job helps you get there then take it, but I would not plan on padding the log book with years of single engine turbine time. The sooner you can find a multi turbine job and bank as much PIC time as possible, the better.
Multi-engine piston vs. single engine turbine? I think you are better off getting more multi time.
Good luck.

 

[bobbysamd]

turbine v. recip

Absolutely, two is better than one, but a good dollop of single-engine turbine in scheduled operations will be a plus.

I'd say to be the least bit competitive you need no less than 500 of multi PIC. Perhaps you should stay with the Baron until you close in on that number.

Good luck with your plans.

 

[ifly4food]

Keep in mind quality of time too. Part 121 turbine PIC weighs a lot more heavily than Pt 135, which weighs more heavily than Pt 91. Part 135 recip PIC might be more valuable than Pt 91 turbine, and so forth.

 

[Mickey]

I knew a guy with thousands of hours of SE turbine time and it was useless compared to his me piston time. Insurance companies and airlines that have mins for upgrades count ME time and TT, not SE turbine time. It's sad but airlines recognize 100 hours in a seminole or ME helicopter as being more important than a thousand hours in a 300kt tubine single in the flight levels. Take care.

 

[bobbysamd]

Multi time

It's true, really, although I couldn't sell a commuter on my approximately 1100 hours of Seminole PIC time twelve years ago.

My multi time isn't doing me any good now. Anyone wanna borrow some?

 

[skydiverdriver]

I agree, stick with the twin. I would only go to the Caravan operator if it was a place like Mountain Air Cargo, where after a year you can upgrade to a 121 Fokker-27 twin turboprop. Good luck to you.

 

[Checks]

What do you guys think about PIC time in a small twin turboprop such as a King Air or MU-2 verse LRJet SIC time?

 

[bobbysamd]

PIC turboprop v. SIC turbojet

That's a no-brainer, at least in my .02 opinion. PIC turboprop.

Both are turbine. Both are multi. PIC multi is ALWAYS wanted. PIC multi turbine is like gold. Get a couple hundred hours of that and, all things being equal with your other quals, you should be extremely competitive.

 

[Sphincter Boy]

Re: PIC turboprop v. SIC turbojet

That's a no-brainer, at least in my .02 opinion. PIC turboprop.

Both are turbine. Both are multi. PIC multi is ALWAYS wanted. PIC multi turbine is like gold. Get a couple hundred hours of that and, all things being equal with your other quals, you should be extremely competitive.

I agree. Just remember, when you are PIC, the buck stops with you. It takes incredable judgement and responsibility to be PIC. That is why I upgraded on the BE1900 when others in my hire class rushed to the FO postion on the RJ. I think all things being equal in an interview, if you have one guy with 1500 PIC turbine in a turboprop and the other with 1500 SIC jet, who do you think would get the job? In my opinion, even though you are only a PIC of a 19 Pax airplane, you are still making the same decisions as a 757 Captain.

SB

 

[AK737FO]

PIC vs. SIC

Get all the PIC turbine you can. SIC in the right seat of a lear won't count for squat on an airline application. A 1900 captain will get the job long before the right seat SIC jet driver even gets a phone call. It has been proven time and time again, PIC turbine is the best way to increase your odds of getting a major airline job.

 

[Marko Ramius]

AK737FO, and SphincterBoy pretty much have it right. Go for the PIC turbine if you can, because it gets you the "big" interview quicker. How each airline ranks flight time differs across the board, and is a fairly well guarded secret. Even if you do know the rankings, you don't know what number they are using on a particular day to send out interview invites. How you do in that interview, however, is all on you and not your flight time. Interviews, in my experience, are primarily about personality/likability. Sure they might assess your skills in a sim or ask you some technical questions, but I even that to some degree is about who you are as a person-i.e. how well you study, are you the person you say you are on your app/resume(honesty), and so forth. I've worked for a regional as a Captain and FO, and am furloughed from a major airline so I have jet time as well. But if I were in interview at ACA, Comair, Skywest, ASA or wherever, it means nothing other than it qualified me be sitting there that day(that and probably a healthy recommendation these days). You still have to dance through whatever hoops are entailed in a particular carrier's hiring process.

 

[bobbysamd]

Great post. Marko said it exactly. You have to find a way to the interview. Then, it boils down to three factors, in this order:

1. Do we like him/her?

2. Is he/she trainable?

3. Is he/she qualified?

Isn't it funny, how likeabilty is more important than quals? But you need the quals to get there.