So aren't 750-900hr pilots eligible to upgrade in the next year/year and a half? They'll be at 1500 so their ATPL will be valid
Eligible? Within seniority perhaps yes.
Capable? At that experience level, success in the upgrade process would be in the 10% range.
With that experience, FO initial training is still difficult for them!
A 750 hour King air FO is far easier to train than a 2000 hours 172 instructor, even an instructor who has taught some multi-IFR is not particularly prepared for the two crew environment as well as learning to fly the RJ. My experience is obviously limited to the RJ so I can only assume it’s similar on the other types.
One of the unfortunate features of Canadian flight training flight is the content of the CPL course. It does almost nothing to prepare pilots for flying commercially in the real world. This has two deleterious effects. One is obviously to the CPL student, but the other is also to the instructor. Because they are teaching make believe commercial flying instead of real world commercial flying there their instructional time is a wasted opportunity to prepare them to think and operate as a commercial pilot
Good CFI's that have real world Part 7 experience can operationalize CPL training but they are few and far between and face the pressure of adding expense to a CPL by doing exercises that are above the minimum required.
Big Pistons Forever wrote: ↑Sun Sep 22, 2024 11:09 am
One of the unfortunate features of Canadian flight training flight is the content of the CPL course. It does almost nothing to prepare pilots for flying commercially in the real world. This has two deleterious effects. One is obviously to the CPL student, but the other is also to the instructor. Because they are teaching make believe commercial flying instead of real world commercial flying there their instructional time is a wasted opportunity to prepare them to think and operate as a commercial pilot
Good CFI's that have real world Part 7 experience can operationalize CPL training but they are few and far between and face the pressure of adding expense to a CPL by doing exercises that are above the minimum required.
Totally agree with you here. The curriculum is dated and almost none of what you learn is used in actual professional flying. Not saying it’s bad to learn, it just needs to be updated.
The times they are a-changing - Bob Dylan
Unfortunately, TC still lives in the fixed card NDB world. Every one is trainable. The training program has to match the standards
I’ve heard hiring is on hold until further notice. Ample supply of >1000 hr F/Os and a dwindling supply of Captains so the rosters are very unbalanced now.
Inverted2 wrote: ↑Thu Sep 26, 2024 10:49 am
I’ve heard hiring is on hold until further notice. Ample supply of >1000 hr F/Os and a dwindling supply of Captains so the rosters are very unbalanced now.
Inverted2 wrote: ↑Thu Sep 26, 2024 10:49 am
I’ve heard hiring is on hold until further notice. Ample supply of >1000 hr F/Os and a dwindling supply of Captains so the rosters are very unbalanced now.
Yeah last email I received a week ago said mid-late January or even February for ground school, sounds like no interviews or sim evals after September
Inverted2 wrote: ↑Thu Sep 26, 2024 10:49 am
I’ve heard hiring is on hold until further notice. Ample supply of >1000 hr F/Os and a dwindling supply of Captains so the rosters are very unbalanced now.
Upgrade F/Os to balance the roster?
Maybe your colleague should apply for DEC, we need him!
Big Pistons Forever wrote: ↑Sun Sep 22, 2024 11:09 am
One of the unfortunate features of Canadian flight training flight is the content of the CPL course. It does almost nothing to prepare pilots for flying commercially in the real world. This has two deleterious effects. One is obviously to the CPL student, but the other is also to the instructor. Because they are teaching make believe commercial flying instead of real world commercial flying there their instructional time is a wasted opportunity to prepare them to think and operate as a commercial pilot
Good CFI's that have real world Part 7 experience can operationalize CPL training but they are few and far between and face the pressure of adding expense to a CPL by doing exercises that are above the minimum required.
Totally agree with you here. The curriculum is dated and almost none of what you learn is used in actual professional flying. Not saying it’s bad to learn, it just needs to be updated.
The times they are a-changing - Bob Dylan
Unfortunately, TC still lives in the fixed card NDB world. Every one is trainable. The training program has to match the standards
Absolutely completely dated. Yes, let's have students fly 300NM in a shitty single engine piston through mountain passes in the dead of winter (everyone living in BC).
Then of course my favorite, after getting the CPL, now you need to rent a 150 to bomb around in 25NM "patterns" to build the irrelevant XC PIC hrs, because that will definitely be the difference between being a successful airline pilot or not. Not what the Canadian military or EASA is doing, allowing to get all your necessary hrs in the right seat and after several hundred/one thousand, successfully transition to left seat. Without that C150 extra XC PIC, you would've had no chance upgrading to capt on the 737/320. It's a mystery how pilots under EASA succeed without the golden C150 extra PIC hrs.
Big Pistons Forever wrote: ↑Sun Sep 22, 2024 11:09 am
One of the unfortunate features of Canadian flight training flight is the content of the CPL course. It does almost nothing to prepare pilots for flying commercially in the real world. This has two deleterious effects. One is obviously to the CPL student, but the other is also to the instructor. Because they are teaching make believe commercial flying instead of real world commercial flying there their instructional time is a wasted opportunity to prepare them to think and operate as a commercial pilot
Good CFI's that have real world Part 7 experience can operationalize CPL training but they are few and far between and face the pressure of adding expense to a CPL by doing exercises that are above the minimum required.
Totally agree with you here. The curriculum is dated and almost none of what you learn is used in actual professional flying. Not saying it’s bad to learn, it just needs to be updated.
The times they are a-changing - Bob Dylan
Unfortunately, TC still lives in the fixed card NDB world. Every one is trainable. The training program has to match the standards
Absolutely completely dated. Yes, let's have students fly 300NM in a shitty single engine piston through mountain passes in the dead of winter (everyone living in BC).
Then of course my favorite, after getting the CPL, now you need to rent a 150 to bomb around in 25NM "patterns" to build the irrelevant XC PIC hrs, because that will definitely be the difference between being a successful airline pilot or not. Not what the Canadian military or EASA is doing, allowing to get all your necessary hrs in the right seat and after several hundred/one thousand, successfully transition to left seat. Without that C150 extra XC PIC, you would've had no chance upgrading to capt on the 737/320. It's a mystery how pilots under EASA succeed without the golden C150 extra PIC hrs.
Any suggestions for those in the useless 25nm night xc portion of training?
Totally agree with you here. The curriculum is dated and almost none of what you learn is used in actual professional flying. Not saying it’s bad to learn, it just needs to be updated.
The times they are a-changing - Bob Dylan
Unfortunately, TC still lives in the fixed card NDB world. Every one is trainable. The training program has to match the standards
Absolutely completely dated. Yes, let's have students fly 300NM in a shitty single engine piston through mountain passes in the dead of winter (everyone living in BC).
Then of course my favorite, after getting the CPL, now you need to rent a 150 to bomb around in 25NM "patterns" to build the irrelevant XC PIC hrs, because that will definitely be the difference between being a successful airline pilot or not. Not what the Canadian military or EASA is doing, allowing to get all your necessary hrs in the right seat and after several hundred/one thousand, successfully transition to left seat. Without that C150 extra XC PIC, you would've had no chance upgrading to capt on the 737/320. It's a mystery how pilots under EASA succeed without the golden C150 extra PIC hrs.
Any suggestions for those in the useless 25nm night xc portion of training?
Absolutely completely dated. Yes, let's have students fly 300NM in a shitty single engine piston through mountain passes in the dead of winter (everyone living in BC).
Then of course my favorite, after getting the CPL, now you need to rent a 150 to bomb around in 25NM "patterns" to build the irrelevant XC PIC hrs, because that will definitely be the difference between being a successful airline pilot or not. Not what the Canadian military or EASA is doing, allowing to get all your necessary hrs in the right seat and after several hundred/one thousand, successfully transition to left seat. Without that C150 extra XC PIC, you would've had no chance upgrading to capt on the 737/320. It's a mystery how pilots under EASA succeed without the golden C150 extra PIC hrs.
Any suggestions for those in the useless 25nm night xc portion of training?
Pay up to tick the box and make TC happy
Sorry, I meant any ways I can do things different to get more out of training?
Any suggestions for those in the useless 25nm night xc portion of training?
Pay up to tick the box and make TC happy
Sorry, I meant any ways I can do things different to get more out of training?
When you're doing your "build time" to get to 200hrs, make sure to get 25hrs of night XC PIC. Find a nice route that you can do with one or two stops in 2-3 hours and do it 10 times.
It's pretty easy to do, just need to prioritize the night time. It makes your life a lot easier later on.
Sorry, I meant any ways I can do things different to get more out of training?
When you're doing your "build time" to get to 200hrs, make sure to get 25hrs of night XC PIC. Find a nice route that you can do with one or two stops in 2-3 hours and do it 10 times.
It's pretty easy to do, just need to prioritize the night time. It makes your life a lot easier later on.
Any suggestions for those in the useless 25nm night xc portion of training?
Pay up to tick the box and make TC happy
Sorry, I meant any ways I can do things different to get more out of training?
If you are in the building up time to the 200hrs stage concentrate to get these hours in this order:
Max the night XC PIC
As many of the remaining 75 XC Pic.
It also matters how strong you are. If you believe you need to practice CPL test maneuvers, that is more important, but I'd still try to integrate them in the XC PIC (day of course). You can also try to get the CPL test out of the way early so that the stress is finished and you can only concentrate on the XC PIC portion for the remaining hours.
If you plan on getting MIFR, remember those hrs also count towards the 200hrs and I'd concentrate on those, before the day XC PIC, but after night XC PIC.
In the August class we had 15 FOs. Three or four were instructors with 1000ish hours. The rest had multi-crew, 703/4/5 experience. Average experience was about 1400. October class I'm told were cadets from the Jazz Cygnet program. No clue what the current hiring looks like.
