Advice for career move

redbaron · Post by **redbaron** » Sat Apr 23, 2005 4:02 pm

Ive got 500TT with very little multi. Instructing, things are starting to improve after a slow winter. Multi / multi-ifr instructing prob long wait.

Opportunity to dispatch with part time F/O (just a few hours occaisionally) on turbine single. Leads to full-time F/O on turbine single after around a year. Company has twin turbines but prob long wait for that. Company seems pretty good.

Should I take the new job or stick with instructing?

CClub · Post by **CClub** » Sat Apr 23, 2005 4:08 pm

From my experience with 1000TT 880PIC and no multi, I'd say stay instructing and at least build the PIC time. I've talked to many places, and no one is interested in a guy with 1000 hours but no multi. I got shot down pretty much every where I've looked.

FUBAR · Post by **FUBAR** » Sat Apr 23, 2005 4:30 pm

GO FOR IT!!

redbaron · Post by **redbaron** » Sat Apr 23, 2005 5:11 pm

CClub wrote:From my experience with 1000TT 880PIC and no multi, I'd say stay instructing and at least build the PIC time. I've talked to many places, and no one is interested in a guy with 1000 hours but no multi. I got shot down pretty much every where I've looked.

Have you tried single operators that also have twins?

flyinhigh · Post by **flyinhigh** » Sat Apr 23, 2005 5:38 pm

I would say get outta instructing, you have enough time doing that,
get onto the turbine, you have a chance for the movement there at least right.
IMHO

Cool Rythms! · Post by **Cool Rythms!** » Sat Apr 23, 2005 5:58 pm

Redbaron, I tend to agree with Cclub. At this stage in the game (and it is a game!), I would stick with instructing for now, just to get your total time up. While it's nice to have some quality time in your logbook, most employers will be more concerned with your total hours. Too much instructing of course, isn't good, but it's the fastest way to build hours towards your ATPL. If you were able to fly part-time with this company, without having to work dispatch, you could always try combining the two, meaning instructing and building some turbine experience. However, if there is the possibility of full-time flying, then you might want to consider doing just that. It's really your call, but I would strongly suggest, that you don't drop instructing just yet. Keep you options open. Best of luck to you, with whichever choice you make.

Cool

scotothedoublet · Post by **scotothedoublet** » Sat Apr 23, 2005 6:03 pm

Give'r...if you like the new company you can stay with them till you work your way up to the twin, if you don't like it you can always go back to the encyclopedia salesman existence of an instructor. Dpending on where the company is, perhaps you can do both.

redbaron · Post by **redbaron** » Sat Apr 23, 2005 7:43 pm

scotothedoublet:

I thought about doing as you say and instructing parttime while doing dispatch. That would help me build pic time still.

Thanks for the input so far keep the opinions coming!

xsbank · Post by **xsbank** » Sat Apr 23, 2005 9:23 pm

When I started out a million years ago, I had a hard time getting night time for my ATP (now I've got 2 - whaddaya know). Ended up flying a 172 back and forth from town to town for weeks at night (free fuel! No, my employer supplied it). I would recommend that if you do not have it yet, stay put and get your night time so you will not be held up for that all-important ATP.

For the life of me. I can't see the purpose for a Cojo in a single - programming FMS? OK. Talking to ATC? Nope. CRM? In a single?

I did the road trip after wasting a year as a dispatcher ("...just wait 'til summers over and I'll check you out...") Got a float job in deepest darkest Sask, got laid off for a couple of winters and never looked back.

For me, corporate was the break I needed, but career-wise, more engines are better than one!

And so, to bed.

duplicate2 · Post by **duplicate2** » Sun Apr 24, 2005 7:53 am

xsbank wrote:For the life of me. I can't see the purpose for a Cojo in a single - programming FMS? OK. Talking to ATC? Nope. CRM? In a single?

I agree if this is a Caravan we're talking about, but what if it's a PC-12? Does everyone who runs PC-12s in Canada fly them 2 crew? Anyone ever had problems getting TC to sign off on PC-12 co-pilot time for ATPL?

Airtids · Post by **Airtids** » Sun Apr 24, 2005 8:02 am

They'll sign off co-pilot time in a C172 if it's written into the C.O.M. that said machines are only to be flown 2 crew, but who in hell would do that?

Cat Driver · Post by **Cat Driver** » Sun Apr 24, 2005 8:30 am

" For the life of me. I can't see the purpose for a Cojo in a single - programming FMS? OK. Talking to ATC? Nope. CRM? In a single? "

The number of powerplants has no bearing on the need for two pilots on any flying machine.

Yes, CRM is part of the answer. It is all about safety and two pilots using proper CRM will lower the work load in high density IFR areas as well as at times when the work load gets high due to unsual circimstances.

One pilot talking to ATC can forget what ATC said, two pilots working in a properly structured enviorement will tend to not forget.

Cat

Northern Skies · Post by **Northern Skies** » Sun Apr 24, 2005 8:56 am

Info directly from TC: Co-pilot time in a single can be logged regardless. However, it may only be counted toward an ATPL if 2 pilots are in the OC (or maybe ops manual....not sure).

redbaron · Post by **redbaron** » Sun Apr 24, 2005 10:16 am

Its not caravans that they fly.

I know they fly with 2 pilots almost always, is there a way to know if there ops manual requires it?

Assuming legit copilot time for ATPL, it will still take long time since only 50% credit right? Thats what makes me wonder if instructing is the better route.

SplitS · Post by **SplitS** » Sun Apr 24, 2005 11:01 am

Cat Driver is absolutely right...

How many times have I asked or answered the following:

What altitude are we cleared to?

Are we cleared to land?

Have we talked to center yet?

Were is that 172 at?

Is it wing night tonight?

CaptainHaddock · Post by **CaptainHaddock** » Sun Apr 24, 2005 11:07 am

Is it wing night tonight? LOL

SplitS · Post by **SplitS** » Sun Apr 24, 2005 1:05 pm

Hey!!!

Wing night is no laughing matter!!

twindriver · Post by **twindriver** » Sun Apr 24, 2005 2:06 pm

keep instructing. obtain at least a class 2 before leaving instructing so it will be valid while you are trying your next job in case it doesn't work out. A class one is great too. just wait until you are in your 5th different ground school on piston or turbine twins and you say to yourself I could be teaching this.next thing you know you are the training captain and find yourself very valuable to that company.you will be checked out on everything that company owns, very secure and probably well taken care of.and of course you are still flying right now and will have less company's on your resume to show that you will stick around when they decide to give you that free pa-31 ppc because you look like a keeper.Instructing is steady and taking chances are risky, we all do that enough all day.