Should an ATP be required for both pilots?

[cjdriver]

an ATP won't fix stupid. Just look at the Captain of that ExpressJet flight. She couldn't think for herself.

Actually, this might prove the theory. If an ATP were required, judging by her behavior, she may not have had the intestinal fortitude to continue her training to that level and quit before she even got on with a carrier. Someone else that had come up the hard way through determination and grit, would have been in the captains seat and got those poor souls off. Just a hypothesis.

 

[BoilerUP]

Actually, this might prove the theory. If an ATP were required, judging by her behavior, she may not have had the intestinal fortitude to continue her training to that level and quit before she even got on with a carrier. Someone else that had come up the hard way through determination and grit, would have been in the captains seat and got those poor souls off. Just a hypothesis.

Reaching juuuuuuuuuuuuust a bit, doncha think?

 

[av8orboy]

So, you REQUIRE an ATP:

-PFT skyrockets
-Low-timers will work for free (not just nearly free) to build time
-Loopholes are employed (Scheduled 135)

On the up side, more pilots will be exposed to "real flying" in the 135/91 environment and that may payoff in the end.

1500 across the board. 135, 91K and 121.

 

[livin'thesim]

135 Cargo 1000TT
135 Passenger 1200TT
121 CA or FO - ATP with type rating prior to revenue flight.

Don't forget that 135 VFR is still 500TT. So, you theoretically could have a 500 hr hour pilot flying a 402 full of pax in the Caribbean.

Personally, I don't think there is much difference between 1000 and 1200 hours, at least for a piston twin job.

 

[brokeflyer]

2500TT

i got grandkids.

 

[wlacy]

Back in my school days I had an Ex-Eastern captain as a B727 sim instructor. He'd tell us stories about diverting into a remote Rocky-mountain airstrip, deplaning the passengers, emptying out the catering carts and liquor trays while resting in the shade beneath the wings of his three-hole'r for multiple hours before the company discovered their actual location. True or not: it demonstrates how our litigious-minded society and sue-happy habits have coerced such actions from malleable, and spineless captains.

 

[acpilot]

135 Cargo 1000TT
135 Passenger 1200TT
121 CA or FO - ATP with type rating prior to revenue flight.

Don't forget that 135 VFR is still 500TT. So, you theoretically could have a 500 hr hour pilot flying a 402 full of pax in the Caribbean.

Personally, I don't think there is much difference between 1000 and 1200 hours, at least for a piston twin job.

Lowering mins for freight (99% single pilot ops; rare to have autopilot) wouldn't fix anything. If a change is really necessary, requiring 1,500 for cargo would be the way to go.

1,500 across the board sounds pretty good.

 

[BoilerUP]

Lowering mins for freight (99% single pilot ops; rare to have autopilot) wouldn't fix anything.

Actually, allowing developing pilots to perform single-pilot ops with no autopilot, in a situation that puts no passenger's lives at risk, would go a long way to building pilot-in-command decision making skills, not to mention reducing the growing & prevailing dependence on automation.

 

[b19]

Reality Check

Just to add a little reality to the discussion, I would suggest that people familiarize themselves with the ICAO MPL Crew license.

It is essentially a video game ticket that allows a 200 hour pilot to pretend to be an FO.

It is already in the EU, it could come here.

Any thoughts ?

 

[Rekks Inbound]

Actually, allowing developing pilots to perform single-pilot ops with no autopilot, in a situation that puts no passenger's lives at risk, would go a long way to building pilot-in-command decision making skills, not to mention reducing the growing & prevailing dependence on automation.

Bingo!

Peace.

Rekks