What experience is preferred for an interview?

[T-prop]

I am an ATR FO for eagle looking at a 6 year upgrade in a turboprop and a 8-9 year upgrade for jet. My ultimate goal is a major airline (CAL, SWA, Fed-Ex etc.) I am thinking of jumping to a B-1900 121 operator for a 6 month upgrade and a major pay cut. Other regionals look to be a risky shot with their business relying on US Air, United, and Delta. How do the majors value 1900 time? There is no FMS, A/P, etc. however it'll be all handflying in mountainous terrain with some of the most challenging wx. It looks to be fun/challenging flying for low pay.

I hate to be one of those who is willing to bend over for a better shot at a major, but I don't want to be stuck in the right seat as I watch my peers move on. Any advice is appreciated, thanks.

 

[mach zero]

Leave Eagle ASAP!! I know of some six year T-Prop CA's who are being displaced back to F/O. You will probably spend over six years at Eagle before you can have the possibilty of upgrade in the most junior equipment / base. Regional F/O time does you absolutely NO GOOD when it comes to moving on to a major. I would go to the 1900 operator ASAP and not look back at Eagle. Feel free to PM me if you want more info. on why to leave.

 

[Guitar Guy]

Sounds like Great Lakes, eh? I can tell you from working there that some of my ex co-workers did go from the 1900D to places like Air Tran, Alaska, Frontier, Southwest, America West and even a few to FedEx. Of course, there is a lot to be said for having connections and that helped a few of those people. But there were also a lot of cases where my friends worked hard to get an interview and showed themselves very positively to the interviewers and got hired.

Some airlines do have a bias against 1900 pilots (JetBlue's gross weight requirement and Frontier at times wants jet/glass time), but there are certainly plenty of cases that I'm aware where someone's gone from the "lowly" 1900 to a large 121 carrier or cargo outfit.

 

[T-prop]

Great Lakes it is. They have a bad rep for the way they treat their pilots and their stability, but they have a good rep for putting out good pilots. I am just not sure if it is worth the jump. They are making progress on their awful contract. They even look to be expanding soon. I may just be too impatient.

 

[Guitar Guy]

There are periods with a lot of junior-manning at Lakes and as for stability, they've been around since 1977, when they started as Spirit Lake Airways. And they aren't in bankruptcy like some other airlines.

Does Lakes have its problems? Sure. But I don't think there are many carriers where you could upgrade as quickly as at Lakes and start logging 121 PIC time. On top of that, you will get an incredible wealth of experience and the relatively small number of pilots makes for a close-knit group. If you can stomach the low pay (and I wouldn't count a new contract any time soon) and you study quite hard, you'll do well there. Best wishes to you.

 

[Swerpipe]

Telluride maybe?

There is no FMS, A/P, etc. however it'll be all handflying in mountainous terrain with some of the most challenging wx. It looks to be fun/challenging flying for low pay.

In other words Telluride, Aspen, etc... I have flown the Metro to Telluride and Aspen a bunch of times and can't think of a better way to get your heartrate up while seated (not even a woman). I ran into a lot Great Lakes folks while at Telluride. Bunch of great guys. At least you won't be bored at work. LOL

BTW, know a few ex-Great Lakes SWA pilots.

 

[habubuaza]

I would definately say that getting 121 PIC turbine in large aircraft would be priority #1. You know I don't often respond too much to interview posts here because there are so many different opinions. I will say that I was directly in charge of hiring a chief pilot for a 135 operation that was getting ready to morph into a 121 operation with "big" aspirations. Anyway the most important thing to me was the "person" then came experience. We were looking for at least two types in transport category aircraft and at least 1000 pic in each. However I would wave that if the person was, in my opinion of "exceptional character". I was only 23 but I knew what I had to do. Take it for what it's worth. Go for the job that will give you the PIC time quickest. And forget about alot of the extraneous BS, if they like you at the interview they are going to hire you. One thing I hated and I am sure many other's who interview pilots hate are "robots" and "canned" answers. Anyway I'm rambling now so I better go.

 

[wil]

How long have you been at eagle? That would be a factor. Also, when I crossed 1000 PIC time in the CRJ I looked out my window and nobody was lined up to interview me!! 1000 is just the mins and not competetive right now. So where ever you go you will be there a while. And, sorry to my Beech buds, but I would rather have the ATR or jet time in my book. Remember your competition and you are going up against. We all pull for each other but we are all competitors as well. Everybody knows someone who moved on to a major from xyz freight/commuter but don't base your career on this. You don't know the full story so I would be very careful. Remember, seniority is everything! Good luck! Cheers-

 

[T-prop]

I am pretty new at eagle. I would assume that, if I were to jump from one regional to another the sooner the better, right??

 

[ALSF 2]

If your goal is one of those Majors;

121 PIC Turbine is GOLD!

Get as much of it as you can as soon as you can.

Cheers!

 

[T-prop]

Do majors even look at pilots with turbine PIC that is not 121??

 

[Swerpipe]

Military, 135 and corporate are non 121

I know that Southwest, Fedex, and UPS do. Historically US Airways, Delta, United, NWA and American did. I think 135 and corporate are a minority but they are also a smaller fraction of the people applying. I have heard them say get more turbine PIC as opposed to get 121 experience. Having said that they proably value 121 experience more. This is all to get the interview. Once you do, they either like you and you fit in or you don't and it's over.

 

[ATRCAPT]

I found myself in a similar situation a few years back. I was right seat in a DHC8 with at least a century to go for an upgrade. Myself and two others jumped ship to a Part 121 operator who needed three off-the-street captains right away. As you can imagine I thought about for about .25 senconds and then bolted! I went to the left seat of an F-27, and now I'm an ATR check airman. I agree with those who say PIC turbine is GOLD BABY! The 20,000lbs or greater thing may or may not cause you a problem. When hiring is strong GTOW is not such a factor, but when hiring is slow it is just one more screening tool. I think the important thing is to show good forward career progression. I say take the quickest way to the left seat of a part 121 turbine airplane.

Good luck

 

[SlapShot]

What is the magic competitive number these days? I am approaching the (what I thought was) the magical 1,000. How much more BS do I have to look forward to with my current company before I can get a completely new dose of BS from a different company in a larger airplane?

 

[singlespeed]

Do majors even look at pilots with turbine PIC that is not 121??

Trust me Swerpipe is right about the PIC turbine thing at SWA. I know of a guy who flew a citation err crustation and had the type and got the call for the interview, AND I know a guy with gobs of RJ time and a type and no call.

NOW you must ask yourself where you want to be if SWA says sorry. This happens to a lot of people. Remember where you wanted to be when you started flying and if SWA is on that list then get your 1000 PIC-T put in the app do all the paper work and enjoy life.

Military part 121, 91 135 its all the same when you walk thru the front door.

 

[ATRCAPT]

Singlespeed -

How about PIC jet vs. PIC turbo prop? Doesn't seem like many turbo prop skippers are getting called.

 

[singlespeed]

Singlespeed -

How about PIC jet vs. PIC turbo prop? Doesn't seem like many turbo prop skippers are getting called.

My sim partner who flies a metro got the call and anther guy from my class at HPA got hired out of the Dash. Neither were check airmen or had anything to do with leadership roles. I have both bases covered I fly a t-prop and a crustation.

I think it’s a waiting game. It seems like I'm the only one in my HPA class who has not gotten the call, but my T- PIC is IMOP low. I asked SWA if flying a SIC 121 vs. PIC was better and PIC wins. Now back to the original question of military vs. 121 vs. 135 vs. 91, it's a crapshoot. I chose QOL.


It seems like I keep hearing that they are looking for time in type, but I cannot confirm this rumor.

 

[mach zero]

The problem T-prop has is he is not going to get any PIC at Eagle for a very long time. He will sit F/O there for 7 years or more. That does him no good at all. He would be better off, IMHO, rolling the dice at GLA.

 

[BRA]

It probably is a fact that less turbo prop captains are getting called. I say this because there must be a lot less of them out there now compared to jet captains. There are more jets then props now. Same thing with the question about going straight from the 1900 to SWA or whatever. There are only so many qualified 1900 drivers out there.

 

[Clyde]

Great Lakes it is. They have a bad rep for the way they treat their pilots and their stability, but they have a good rep for putting out good pilots. I am just not sure if it is worth the jump. They are making progress on their awful contract. They even look to be expanding soon. I may just be too impatient.

T-Prop,
Are they safe? Are they stable? If those two can be answered with a yes, then I would jump ship.

As far as how well they treat their pilots: it doesen't sound like you are intending to make this a permanent move, so I wouldn't worry about it.

PIC turbine is PIC turbine as far as the boxes on the application are concerned. Unless an airline has specific parameters regarding what kind of PIC turbine they prefer (i.e., heavy jet, ac larger than xx,000# gtow) the B-1900 PIC time is going to benefit you much more than 6+ years in the right seat.

Another thing to think about is this: if the majors you are looking at don't hire as quickly as you are hoping, that PIC time in the Beech might open other doors for you that otherwise would have not been obtainable. i.e., you may be able to get a job on bigger equipment somewhere for more pay and a better schedule.

I would concentrate on filling the 1,000 hour PIC turbine requirement first. I have two friends here who flew 1900's at prior companies and were hired along with guys who flew 747's and F-16's.