What kind of time do I want to log?

[clumpinglitter]

Here's the deal: I'm working on my instrument rating, and I want to eventually fly freight or corporate. I've heard that potential employers like to see that you've flown a lot of single pilot IFR. But then, I've also heard that employers would rather see that you've worked in a crew environment, and that this is even better than lots of multi hours. Especially if you built the ME hours just flying a light twin around by yourself or splitting time with another pilot.

So, the quality of your flight hours obviously matters. But what kind is most attractive?

-C.

 

[minitour]

But what kind is most attractive?

-C.

The kind they pay you to log...

-mini

 

[ubpilot]

I think single pilot actual IFR is more valuable. Most of the people can get their IFR tickets soon or later, but being able to fly single pilot into the clouds is some thing not everyone can do. I am not talking about penetrating the cloud layer, I am talking about shooting approaches down to minimums with vis down to 2400 RVR. Not really sure about the corporate world, but at least in the airline industry I know very few people have problems with multi crew environment (it’s very easy to learn), but many CFI background pilots have problems with their real world instrument skills. Of course multi time is important, because most places you might want to work for have a multi engine minimum. By the way, I don’t think can you learn anything from flying the light-twin in a VFR day, and with a “SAFETY PILOT”. Well, if that’s the only way for you to get some multi time, then do it.

 

[jagmagic]

single engine single pilot IFR is crazy. Build multi time in a crew so u can build time quicker and safer.

 

[Lead Sled]

An excellent question...

The “type” of time which is best for any given job really depends upon the preferences of those doing the hiring. If you're applying for a job flying a complex single then they'd probably be most interested in how much complex time you've got. The same probably goes for an entry-level light twin position. Once you're in the running for turbine jobs then it may not really matter after you’ve reached some arbitrary minimum amount. Most chief pilots have tremendous latitude in who they can hire. If they like you they can get you in a front seat with comparatively low time. If they don’t like you, all of the time in world won’t get you the job. There’s an old saying that goes “You hire the secretary based on her looks; you can always teach her to type.” In some ways that applies to a very large degree in aviation. Granted, there will always be those companies that want 15,000 hours total, 5,000 hours in type and 7 shuttle missions, and a lunar landing but there are also a large number of companies that are willing to train the “right” person.

I’ve done my share of hiring. When it comes to the corporate side of things, I like to look for guys that have been "around the block". Previous jet time is nice, but it's also not mandatory in many cases. What is desirable, IMHO is a bunch of solid single-pilot IFR time in light-twins. Those guys usually have it pretty much together after they've done that for a 1000 hours or so - they know how to handle and airplane in weather and they know how to work the system. Transitioning them into a jet is no big deal. It's relatively easy to teach them how to fly a jet. It's tough if you have to teach them the other stuff as well.

I also look for guys that have a CFI certificate and have given 500 to 1000 hours of dual. In any teaching situation, it's always the instructor who learns the most. Experienced CFIs tend to know what they're talking about when they talk about airplane stuff. The problem with flight instruction is that you quickly reach the point where it does little or nothing to enhance your resume - if you get my point. After all, there is a big difference between 1000 hours of experience and 1 hour of experience repeated 1000 times.

Bottom line is that all flight time is important. I've seen situations where ex-military types were uninsurable because of lack of total time. A commercial license and 800 hours TT (even if it's almost all in jets) won't hack it if the insurance company wants 2000 hours and an ATP.

You've got to get the ratings and endorsements, you've got to get the totals up, but don't forget to work on the "total package" as well - the stuff that makes you stand out from the crowd. When you start talking about the "career level" positions (airline or corporate) the serious applicants tend to be highly qualified and pretty much clones of everyone else. In my case, when I was hired by one of the majors the fact that I had learned to fly and had a bunch of time in tail draggers and also had a glider instructor rating set me apart from the crowd - go figure? (The chief pilot was a soaring enthusiast and he told me once that he could always spot guys with taildrager time when they flew a B727.)

Have fun and good luck.

'Sled

 

[Freight Dawg]

Lead Sled has some good points....Log everything you can, but as a Freight Dawg...go out and fly all the actual IFR you can so you get comfy. Get a nice day that is 300 & 1 and shoot a ot of ILS. If you go the Freight Dawggy route you will have to be IFR compentent. A jet is easy, two crew CRM can be taught, but single pilot IFR in a piston twin will either make you, scare you, or kill you. Hopefully only the first two. Get what you can...fly safe and have a great Christmas.

 

[avbug]

I don't think I've ever seen a pilot job application that classifies any time as "single pilot IFR." I've never had anybody ask how much of my instrument time was in a crew setting, and how much was single pilot. I'm sure somewhere, someone might ask...but I don't think it's the holy grail that someone has told you it might be.

 

[Hipster Loser]

You'll find that good instrument skills gets you hired quicker than a lot of multi. There will always be a minimum of multi time required, but it is far less than what your TT will ever need to be. They would much rahter hire someone with really sharp instrument skills than poor ones and a heap of multi.

Most of the time (hopefully) both engines will be turning, so its not much different than a single in that respect. Granted, there are twice as many gauges to monitor and you'll be dealing with a prop and gear lever, but 9 out of 10 times both engines will continue to run.

When it comes to instrument flying in hard IFR, you'd beter be sharp and organized. Instrument flying takes a lot of mental management and hand-eye coordination skill. Excel at this and you wont have too much trouble getting hired.

Being able to manage an IFR flight well on your own will make you more qualified in the end to be part of a crew where both of you will be sharing these duties.

 

[Vik]

747 time always looks great