12,500 co-joe time
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12,500 co-joe time
It was mentioned in a thread a little while ago about the possibility of 12,500 cojoe time counting 1:1. Has there been any progress or change?
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flying4dollars
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Re: 12,500 co-joe time
F,D and H wrote:It was mentioned in a thread a little while ago about the possibility of 12,500 cojoe time counting 1:1. Has there been any progress or change?
Its true. For example a 1900 requires 2 crew to fly it. In Canada it cannot be flown single pilot. A Navajo can, that is why copilot time on a ho or something may not count 1:1.
However, when applying for your ATPL, a simple letter by your ops manager on a company letterhead stating the aircraft you flew at your company, requires 2 crew as per the OC. It will count 1:1 then as well, no matter what twin aircraft you fly.
I could be wrong but this is what I understood as being correct.
Re: 12,500 co-joe time
Canada FlagTranport CanadaCanada
GENERAL AVIATION ADVISORY CIRCULAR
GAAC 2005-03
2005-11-16
Subject
The Crediting of co-pilot flight time experience for the issuance of an Airline Transport Pilot Licence (ATPL)
Purpose
The purpose of this General Aviation Advisory Circular is to provide guidance and ensure consistency in the application and crediting of co-pilot flight time experience for the issue of an Airline Transport Pilot Licence (ATPL).
Reference
Canadian Aviation Regulations (CARs)
* CAR 401.10 & Standard 421.10
* CAR Standard 421.34
* CAR Standard 421.35
* CAR 604.65
* CAR 604.66 & Standard 624.66
* CAR 703.88 and Standard 723.88
* CAR 703.98(24) & NPA 2003-060 to CAR Standard 723.98 (24)
* CAR 703.98(27)(a)(b) & Standard 723.98(27)(a)(b)
Background
Before dispatching an aircraft with a co-pilot under Part VI or Part VII of the CARs the co-pilot, Private Operator and the Air Operator must meet specific regulatory requirements.
Traditionally, the crediting of co-pilot flight time experience has been limited to aircraft certified as requiring a minimum flight crew of two pilots. As operational requirements have changed, the need for the use of a co-pilot in aircraft certified as requiring a minimum flight crew of one pilot has increased.
A pilot may be credited with co-pilot flight experience towards the issue of an Airline Transport Pilot Licence (ATPL) if the aircraft type being operated requires:
1. a minimum flight crew of two pilots in accordance with the Type Certificate. (CAR Standard 421.40)
or
2. a co-pilot in accordance with the training and operational requirements found in Part VI or Part VII of the CARs.
Action
Effective immediately the following criteria should be used to determine which co-pilot flight time experience may be credited toward the issue of an Airline Transport Pilot Licence (ATPL).
Aircraft certified for a minimum flight crew of one pilot:
Co-pilot flight time experience obtained on aircraft certified for one flight crew member will only be credited for the issue of an Airline Transport Pilot Licence (ATPL), provided the following conditions are met by the pilot, Private Operator and or the Air Operator.
Aircraft certified for a minimum flight crew of two pilots:
Co-pilot flight time experience obtained on aircraft certified for a minimum flight crew of two pilots will be credited towards the issue of an Airline Transport Pilot Licence (ATPL) provided the co-pilot has obtained the two crew type rating in accordance with CAR Standard 421.40.
Commercial Air Operations (Part VII)/Private Operations (Part VI)
The Air Operator or the Private Operator must have an operational requirement for a co-pilot. The approval for this operational requirement will be found in the Company Operations or in the Private Operators Operations Manual.
The co-pilot must meet the training requirements in accordance with the Company Operations or Private Operators Operations Manual.
Co-pilot Training Requirements
The co-pilot must meet the training requirements of CAR Standard 723.98(27) (a) tables I & II.
Co-pilots flying single engine aeroplanes carrying passengers VFR at night or under IFR must meet the training requirements of Notice of Proposed Amendment (NPA) 2003-060 to CAR 723.98(24). The electronic link to NPA 2003-060 is:
http://www.tc.gc.ca/civilaviation/RegSe ... NPAs/CASO/
Archives/feb03/2003060.htm
Applicants Responsibility
It is the applicant’s responsibility to provide proof of having met the training requirements and that the company was authorized to dispatch the flight with a co-pilot.
The applicant should provide the following documents to Transport Canada when applying for an Airline Transport Pilot Licence (ATPL).
1. A personal log book.
2. A Pilot Proficiency Check (PPC) card or copies of pilot training records for each aircraft where co-pilot flight time experience is being claimed.
3. A letter from the Air Operator/Private Operator stating the applicant was properly trained to act as a co-pilot and that all the co-pilot flights were dispatched as multi crew in accordance with the Company Operations or Private Operators Operations Manual. This letter should be signed and dated by the Chief Pilot or the Operations Manager. An example of the suggested wording the certification letter should use is provided below.
Certification Letter from a Chief Pilot or Operations Manager.
Company Name/Private Operator Name
I certify that (Name of applicant and Licence Number) has acted as a co-pilot (from YY/MM/DD to YY/MM/DD) and that all flights being claimed for co-pilot flight time experience were dispatched as a multi-crew flight in accordance with our Company Operations/Private Operator Operations Manual.
The flights were conducted on the following aircraft: C-xxxx, C-yyyy, etc.
Signature: ________________
Print Name: _______________
Licence No ________
Title: _____ (Chief Pilot, Operations Manager) ___
Date: (YY/MM/DD)
Repositioning, Ferrying (Deadheading) of aircraft requiring only a single pilot
The ferrying of aircraft is considered a private flight. The regulations do not require a co-pilot and therefore co-pilot flight time experience acquired while deadheading will not be credited for the issue of an Airline Transport Pilot Licence (ATPL).
Crediting of foreign co-pilot flight experience on aircraft requiring a minimum flight crew of one pilot.
Provided the applicant holds a Canadian Commercial Pilot Licence, the applicant is expected to provide the same documents to Transport Canada as listed under Applicants Responsibilties above. The applicant must meet the same co-pilot training requirement as listed by CAR Standard 723.98 or an equivalent co-pilot training requirement acceptable to the Minister when crediting foreign co-pilot flight time experience towards the issue of an Airline Transport Pilot Licence (ATPL).
Effective Date
September 30, 2005
Expiry Date
None
Manzur Huq
Director
General Aviation
421.10 Crediting of Flight Time Acquired by a Co-pilot
The holder of a pilot licence may be credited not more than 50% of co-pilot flight time towards the total flight time required for the issuance of a higher class of pilot licence.
(amended 1998/12/01; previous version)
To use the hours acquired as a co-pilot towards a higher license, you need to follow GAAC 2005-03 (i.e training requirements and operational requirements). However these credits will only be applied at a ratio of 1:2 in accordance with CASS 421.10
GENERAL AVIATION ADVISORY CIRCULAR
GAAC 2005-03
2005-11-16
Subject
The Crediting of co-pilot flight time experience for the issuance of an Airline Transport Pilot Licence (ATPL)
Purpose
The purpose of this General Aviation Advisory Circular is to provide guidance and ensure consistency in the application and crediting of co-pilot flight time experience for the issue of an Airline Transport Pilot Licence (ATPL).
Reference
Canadian Aviation Regulations (CARs)
* CAR 401.10 & Standard 421.10
* CAR Standard 421.34
* CAR Standard 421.35
* CAR 604.65
* CAR 604.66 & Standard 624.66
* CAR 703.88 and Standard 723.88
* CAR 703.98(24) & NPA 2003-060 to CAR Standard 723.98 (24)
* CAR 703.98(27)(a)(b) & Standard 723.98(27)(a)(b)
Background
Before dispatching an aircraft with a co-pilot under Part VI or Part VII of the CARs the co-pilot, Private Operator and the Air Operator must meet specific regulatory requirements.
Traditionally, the crediting of co-pilot flight time experience has been limited to aircraft certified as requiring a minimum flight crew of two pilots. As operational requirements have changed, the need for the use of a co-pilot in aircraft certified as requiring a minimum flight crew of one pilot has increased.
A pilot may be credited with co-pilot flight experience towards the issue of an Airline Transport Pilot Licence (ATPL) if the aircraft type being operated requires:
1. a minimum flight crew of two pilots in accordance with the Type Certificate. (CAR Standard 421.40)
or
2. a co-pilot in accordance with the training and operational requirements found in Part VI or Part VII of the CARs.
Action
Effective immediately the following criteria should be used to determine which co-pilot flight time experience may be credited toward the issue of an Airline Transport Pilot Licence (ATPL).
Aircraft certified for a minimum flight crew of one pilot:
Co-pilot flight time experience obtained on aircraft certified for one flight crew member will only be credited for the issue of an Airline Transport Pilot Licence (ATPL), provided the following conditions are met by the pilot, Private Operator and or the Air Operator.
Aircraft certified for a minimum flight crew of two pilots:
Co-pilot flight time experience obtained on aircraft certified for a minimum flight crew of two pilots will be credited towards the issue of an Airline Transport Pilot Licence (ATPL) provided the co-pilot has obtained the two crew type rating in accordance with CAR Standard 421.40.
Commercial Air Operations (Part VII)/Private Operations (Part VI)
The Air Operator or the Private Operator must have an operational requirement for a co-pilot. The approval for this operational requirement will be found in the Company Operations or in the Private Operators Operations Manual.
The co-pilot must meet the training requirements in accordance with the Company Operations or Private Operators Operations Manual.
Co-pilot Training Requirements
The co-pilot must meet the training requirements of CAR Standard 723.98(27) (a) tables I & II.
Co-pilots flying single engine aeroplanes carrying passengers VFR at night or under IFR must meet the training requirements of Notice of Proposed Amendment (NPA) 2003-060 to CAR 723.98(24). The electronic link to NPA 2003-060 is:
http://www.tc.gc.ca/civilaviation/RegSe ... NPAs/CASO/
Archives/feb03/2003060.htm
Applicants Responsibility
It is the applicant’s responsibility to provide proof of having met the training requirements and that the company was authorized to dispatch the flight with a co-pilot.
The applicant should provide the following documents to Transport Canada when applying for an Airline Transport Pilot Licence (ATPL).
1. A personal log book.
2. A Pilot Proficiency Check (PPC) card or copies of pilot training records for each aircraft where co-pilot flight time experience is being claimed.
3. A letter from the Air Operator/Private Operator stating the applicant was properly trained to act as a co-pilot and that all the co-pilot flights were dispatched as multi crew in accordance with the Company Operations or Private Operators Operations Manual. This letter should be signed and dated by the Chief Pilot or the Operations Manager. An example of the suggested wording the certification letter should use is provided below.
Certification Letter from a Chief Pilot or Operations Manager.
Company Name/Private Operator Name
I certify that (Name of applicant and Licence Number) has acted as a co-pilot (from YY/MM/DD to YY/MM/DD) and that all flights being claimed for co-pilot flight time experience were dispatched as a multi-crew flight in accordance with our Company Operations/Private Operator Operations Manual.
The flights were conducted on the following aircraft: C-xxxx, C-yyyy, etc.
Signature: ________________
Print Name: _______________
Licence No ________
Title: _____ (Chief Pilot, Operations Manager) ___
Date: (YY/MM/DD)
Repositioning, Ferrying (Deadheading) of aircraft requiring only a single pilot
The ferrying of aircraft is considered a private flight. The regulations do not require a co-pilot and therefore co-pilot flight time experience acquired while deadheading will not be credited for the issue of an Airline Transport Pilot Licence (ATPL).
Crediting of foreign co-pilot flight experience on aircraft requiring a minimum flight crew of one pilot.
Provided the applicant holds a Canadian Commercial Pilot Licence, the applicant is expected to provide the same documents to Transport Canada as listed under Applicants Responsibilties above. The applicant must meet the same co-pilot training requirement as listed by CAR Standard 723.98 or an equivalent co-pilot training requirement acceptable to the Minister when crediting foreign co-pilot flight time experience towards the issue of an Airline Transport Pilot Licence (ATPL).
Effective Date
September 30, 2005
Expiry Date
None
Manzur Huq
Director
General Aviation
421.10 Crediting of Flight Time Acquired by a Co-pilot
The holder of a pilot licence may be credited not more than 50% of co-pilot flight time towards the total flight time required for the issuance of a higher class of pilot licence.
(amended 1998/12/01; previous version)
To use the hours acquired as a co-pilot towards a higher license, you need to follow GAAC 2005-03 (i.e training requirements and operational requirements). However these credits will only be applied at a ratio of 1:2 in accordance with CASS 421.10
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The Wizard of OZ
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Re: 12,500 co-joe time
It is possible for a 1900 to be flown single pilot in Canada!
Re: 12,500 co-joe time
Thanks for that Mach.28 but I guess that all of that is old news. I was hoping to hear of any new developments concerning a rumor that I heard on this site about "large" aircraft co-pilots receiving full time for there hours.
It makes sense though, having 19+ peoples lives in your hands while flying a circling approach down to mins and landing on a 3500' skating rink at hour 14 and cycle 12 of your day shouldn't count for full marks. Teaching attitudes and movements in a 172 really is TWICE as valuable. No offence to all of the instructors out there! It's not you that I'm slagging here.
It makes sense though, having 19+ peoples lives in your hands while flying a circling approach down to mins and landing on a 3500' skating rink at hour 14 and cycle 12 of your day shouldn't count for full marks. Teaching attitudes and movements in a 172 really is TWICE as valuable. No offence to all of the instructors out there! It's not you that I'm slagging here.
Re: 12,500 co-joe time
F,D and H wrote:Thanks for that Mach.28 but I guess that all of that is old news. I was hoping to hear of any new developments concerning a rumor that I heard on this site about "large" aircraft co-pilots receiving full time for there hours.
It makes sense though, having 19+ peoples lives in your hands while flying a circling approach down to mins and landing on a 3500' skating rink at hour 14 and cycle 12 of your day shouldn't count for full marks. Teaching attitudes and movements in a 172 really is TWICE as valuable. No offence to all of the instructors out there! It's not you that I'm slagging here.
Re: 12,500 co-joe time
F,D and H wrote:Thanks for that Mach.28 but I guess that all of that is old news. I was hoping to hear of any new developments concerning a rumor that I heard on this site about "large" aircraft co-pilots receiving full time for there hours.
It makes sense though, having 19+ peoples lives in your hands while flying a circling approach down to mins and landing on a 3500' skating rink at hour 14 and cycle 12 of your day shouldn't count for full marks. Teaching attitudes and movements in a 172 really is TWICE as valuable. No offence to all of the instructors out there! It's not you that I'm slagging here.
On a side note... counting co-joe time on par is just another nail in the instructing coffin. Why put up with the long work day, cancellations, poor pay and crappy aircraft if your previously wonderful PIC time isn't even as valuable anymore. You can love instructing students but hate the other aspects of the job. Instructing is feasible as a weekend hobby, these days you don't even need it to climb the 'ladder' so just do it for fun rather then take up golf I guess.
Re: 12,500 co-joe time
SkyWolfe:
I hope you don't think that I was claiming to be a superstar or something, in fact I don't believe that what I do is particularly special. I was just trying to make a point that the time you aquire in the right seat of a commuter aircraft is just as, if not MORE, but definatelly not exactly half as valuable than that of instructor time
I hope you don't think that I was claiming to be a superstar or something, in fact I don't believe that what I do is particularly special. I was just trying to make a point that the time you aquire in the right seat of a commuter aircraft is just as, if not MORE, but definatelly not exactly half as valuable than that of instructor time
Re: 12,500 co-joe time
Erm, I wasn't being sarcastic, I was admiring your point 
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canpilot
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Re: 12,500 co-joe time
Instructors aren't they only one's who go out and get command time to expedite the ATPL process. What about bush drivers? We aren't exactly buzzing around in the circuit and/ or bombing around in the circuit on CAVOK only days. Little more skill involved there me thinks.. 
Re: 12,500 co-joe time
Hunny, No one is dissing your timecanpilot wrote:Instructors aren't they only one's who go out and get command time to expedite the ATPL process. What about bush drivers? We aren't exactly buzzing around in the circuit and/ or bombing around in the circuit on CAVOK only days. Little more skill involved there me thinks..
*huggles*-
Meatservo
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Re: 12,500 co-joe time
F,D and H wrote:Thanks for that Mach.28 but I guess that all of that is old news. I was hoping to hear of any new developments concerning a rumor that I heard on this site about "large" aircraft co-pilots receiving full time for there hours.
It makes sense though, having 19+ peoples lives in your hands while flying a circling approach down to mins and landing on a 3500' skating rink at hour 14 and cycle 12 of your day shouldn't count for full marks. Teaching attitudes and movements in a 172 really is TWICE as valuable. No offence to all of the instructors out there! It's not you that I'm slagging here.
Their lives aren't in YOUR hands. I'm assuming this theoretical two-crew aeroplane of yours has a Captain who is sharing some of your awesome and backbreaking responsibility. The fact is, the spirit of the requirement is that you have a certain amount of command time to be qualified to be an airline transport pilot. The government has recognised that it is difficult for some people to GET command time at their present jobs, therefore they make an exception for co-pilots and allow you to count that type of NON-command time toward the license. The co-pilot's time, in terms of experience gained, is deemed to be worth half of what it would be if that time had been spent actually being in command of the aeroplane. Now where does the aeroplane's weight come into the equation? Any copilot who thinks he is growing old at the same rate as the skipper has just never BEEN the skipper. Be patient, earn your whiskers, and check back when you get to be a captain and tell me what you think then.
If I'd known I was going to live this long, I'd have taken better care of myself
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ScudRunner
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Re: 12,500 co-joe time
Well then If Cojo time is going to count 1 for 1 I think actual hands on (sorry Intructors) PIC/Captain time should count 2 to 1 then. Quit watering down what PIC time means.
Re: 12,500 co-joe time
Meatservo wrote:F,D and H wrote:Thanks for that Mach.28 but I guess that all of that is old news. I was hoping to hear of any new developments concerning a rumor that I heard on this site about "large" aircraft co-pilots receiving full time for there hours.
It makes sense though, having 19+ peoples lives in your hands while flying a circling approach down to mins and landing on a 3500' skating rink at hour 14 and cycle 12 of your day shouldn't count for full marks. Teaching attitudes and movements in a 172 really is TWICE as valuable. No offence to all of the instructors out there! It's not you that I'm slagging here.
Their lives aren't in YOUR hands. I'm assuming this theoretical two-crew aeroplane of yours has a Captain who is sharing some of your awesome and backbreaking responsibility. The fact is, the spirit of the requirement is that you have a certain amount of command time to be qualified to be an airline transport pilot. The government has recognised that it is difficult for some people to GET command time at their present jobs, therefore they make an exception for co-pilots and allow you to count that type of NON-command time toward the license. The co-pilot's time, in terms of experience gained, is deemed to be worth half of what it would be if that time had been spent actually being in command of the aeroplane. Now where does the aeroplane's weight come into the equation? Any copilot who thinks he is growing old at the same rate as the skipper has just never BEEN the skipper. Be patient, earn your whiskers, and check back when you get to be a captain and tell me what you think then.
Re: 12,500 co-joe time
I would like to see the copilot time count one for one. From my experience sitting in the right seat of an airplane flying IFR at max weight in poor weather with MEL's ect is just as valuable as making decisions with a student. Not saying that the instructor time isn't worth as much, just that the FO time should be worth more than 1/2.
As far as I understand in Europe and in the USA FO time (on two crew required airplanes) counts one for one, why can't it here?
As far as I understand in Europe and in the USA FO time (on two crew required airplanes) counts one for one, why can't it here?
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Meatservo
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Re: 12,500 co-joe time
Well, you seem to be hung up on whether it's more valuable experience-wise to be an instructor or working as a line pilot in the right seat.
The only time that is equal (or "one-to-one") is PILOT IN COMMAND time. If you're not in command, you don't qualify. I'm sorry if it hurts your feelings, but there are bush pilots out there who are also building time for their ATPLs who actually are real "captains" and are satisfying both the spirit and the letter of the law in terms of building command time to qualify for the airline license. And there are guys who are in the left seat of aeroplanes being operated two-crew such as beech 99s who are building time to qualify for their license. And there is no way any co-pilot time is going to be considered to be on par with the experience these pilots are getting. It's not fair to expect every pilot alive to get a pilot-in-command job before they qualify for the ATPL, that's why they have provided you with an opportunity to earn your license by alternate means. It doesn't matter if you think you are learning more than an instructor. They have their crosses to bear, too, believe me. Stop trying to get credit for something you didn't do, do the time, and get your license when you've done the work. If you think instructors have it easy, fine. Go be one. But your time is not equal in value to a 185 pilot or a Caravan pilot or a navajo pilot who is actually in the hot seat making the calls and doing the time.
The only time that is equal (or "one-to-one") is PILOT IN COMMAND time. If you're not in command, you don't qualify. I'm sorry if it hurts your feelings, but there are bush pilots out there who are also building time for their ATPLs who actually are real "captains" and are satisfying both the spirit and the letter of the law in terms of building command time to qualify for the airline license. And there are guys who are in the left seat of aeroplanes being operated two-crew such as beech 99s who are building time to qualify for their license. And there is no way any co-pilot time is going to be considered to be on par with the experience these pilots are getting. It's not fair to expect every pilot alive to get a pilot-in-command job before they qualify for the ATPL, that's why they have provided you with an opportunity to earn your license by alternate means. It doesn't matter if you think you are learning more than an instructor. They have their crosses to bear, too, believe me. Stop trying to get credit for something you didn't do, do the time, and get your license when you've done the work. If you think instructors have it easy, fine. Go be one. But your time is not equal in value to a 185 pilot or a Caravan pilot or a navajo pilot who is actually in the hot seat making the calls and doing the time.
If I'd known I was going to live this long, I'd have taken better care of myself
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flying4dollars
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Re: 12,500 co-joe time
The Wizard of OZ wrote:It is possible for a 1900 to be flown single pilot in Canada!
i dont think so
Re: 12,500 co-joe time
I guess you will have to subtract all those hours that the auto pilot is on. Counting down dme isn't exactly "hands on".. wrote:Well then If Cojo time is going to count 1 for 1 I think actual hands on (sorry Intructors) PIC/Captain time should count 2 to 1 then. Quit watering down what PIC time means.
Wahunga!
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ScudRunner
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Re: 12,500 co-joe time
Spokes wrote:I guess you will have to subtract all those hours that the auto pilot is on. Counting down dme isn't exactly "hands on".. wrote:Well then If Cojo time is going to count 1 for 1 I think actual hands on (sorry Intructors) PIC/Captain time should count 2 to 1 then. Quit watering down what PIC time means.
I agree 100%
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flying4dollars
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Re: 12,500 co-joe time
i was more referring to commercial ops,FL020 wrote:haha,
it's called 604 dude, 1900 single pilot
but even still, I think a 1900 is still a "true" 2 crew airplane?
thats what I was told before. I figured it made sense.
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The Wizard of OZ
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Re: 12,500 co-joe time
http://www.tc.gc.ca/civilaviation/gener ... rcraft.htm
From the above table you can see that the 1900D has a minimum crew of 1 pilot. In regards to part 7 operations just put in an autopilot and throw out 10 of the 19 pax seats and do a single pilot ppc and you are off to the races..
Now back to the original topic somewhat:
As for the co-jo 1 to 1 time ratio. I agree count it one for one
, however you should not count any time that you are flying vmc(just like an instructor in the circuit right 
, except not PIC 
) And if you tell me that you fly EVERY DAY and EVERY flight Hard IFR I will call you a liar to your face 
. So most fine IFR folks log about 10 percent of flight time in IMC and alternate PF ever other leg. So it would make sense that cojoes that fly the max 1200 hrs per year count 60 hrs of that 1200 as suitable for PIC towards the ATPL 
, or would 600 be more to your liking.
Flame away
edited for spelling, kind of anyway
From the above table you can see that the 1900D has a minimum crew of 1 pilot. In regards to part 7 operations just put in an autopilot and throw out 10 of the 19 pax seats and do a single pilot ppc and you are off to the races..
Now back to the original topic somewhat:
As for the co-jo 1 to 1 time ratio. I agree count it one for one
, however you should not count any time that you are flying vmc(just like an instructor in the circuit right , except not PIC ) And if you tell me that you fly EVERY DAY and EVERY flight Hard IFR I will call you a liar to your face . So most fine IFR folks log about 10 percent of flight time in IMC and alternate PF ever other leg. So it would make sense that cojoes that fly the max 1200 hrs per year count 60 hrs of that 1200 as suitable for PIC towards the ATPL , or would 600 be more to your liking. Flame away
edited for spelling, kind of anyway
Re: 12,500 co-joe time
I Fully agreeThe Wizard of OZ wrote:http://www.tc.gc.ca/civilaviation/gener ... rcraft.htm
From the above table you can see that the 1900D has a minimum crew of 1 pilot. In regards to part 7 operations just put in an autopilot and throw out 10 of the 19 pax seats and do a single pilot ppc and you are off to the races..
Now back to the original topic somewhat:
As for the co-jo 1 to 1 time ratio. I agree count it one for one
Flame away
edited for spelling, kind of anyway
I've done both (Single Pilot IFR) and it is definitely easier flying IFR then to Instruct. IFR does have its challenges some days but most days it can't get any easier.
If you are in such a hurry to jump right seat then you can wait the extra time before sitting left seat.
Lurch
Take my love
Take my land
Take me where I cannot stand
I don't care
I'm still free
You cannot take the sky from me
Take my land
Take me where I cannot stand
I don't care
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You cannot take the sky from me
Re: 12,500 co-joe time
so, you skipped getting PIC on smaller twins, didn't get your qualifications for your ATPL, and now you're rotting in the right seat. I am really having a tough time feeling sorry for you, after all, you knew what it would take to advance in your career, didn't you? cojo time over 12500 is just as good as cojo time on any airplane, it's still cojo time. supervised PIC is a friggn joke, as no self respecting captain would ever allow a cojo to ever fly himself into a situation where he might actually learn some very important career experiences. That's what true PIC is.
Drinking outside the box.
