Decisions....decisions

[S14]

Hello !

I'm about to log my 1000th hour in my logbook and was wondering what I should do next. My only experience so far is limited to vfr aerial work. I have my ifr group 1, iatra and float rating.

My main question is whether or not I should try to get some multi pic time first (fire patrols etc) and then find a job as a copilot on a king air or simply finding a job as a copilot job on a pc-12, which is very common here. I am kinda afraid to get stuck if I ever get hired on a pc-12 ? I hope I am wrong ? I've heard too many times that multi pic time is gold....


Thanks for your insight !

[Sulako]

Let me answer your question with a question. Is Multi PIC time ever a liability?

Here's an open secret of aviation - managing two piston engines is a LOT harder than managing one or two turbine engines. The only real consideration on a turbine is the extra speed and altitude involved, and once you figure that out (descend about a hundred miles out if you are at FL350 or above), your life is easier than that of a Navajo driver. True fact.

If you decide to go right-seat on a PC-12, perhaps you might want to suss out the employer for a full understanding of how long it would be before you went left seat. To me, and I'm just some random guy on the internet, right-seat PC-12 time doesn't count for a whole lot. I like to see PIC, because I like to see people who have the shown the ability to take command when required. Then again, I think my hiring criteria might differ from the norm

Best of luck, either way!

[Bushav8er]

Let me answer your question with a question. Is Multi PIC time ever a liability?

Here's an open secret of aviation - managing two piston engines is a LOT harder than managing one or two turbine engines. The only real consideration on a turbine is the extra speed and altitude involved, and once you figure that out (descend about a hundred miles out if you are at FL350 or above), your life is easier than that of a Navajo driver. True fact.

If you decide to go right-seat on a PC-12, perhaps you might want to suss out the employer for a full understanding of how long it would be before you went left seat. To me, and I'm just some random guy on the internet, right-seat PC-12 time doesn't count for a whole lot. I like to see PIC, because I like to see people who have the shown the ability to take command when required. Then again, I think my hiring criteria might differ from the norm

Best of luck, either way!

Though I agree, I've seen a lot of people get on with Porter etc with PC-12 time.

[S14]

Well since all my hours are pic time, I figure it would be too long before I switch to a left seat on a pc12. Well i think i will just send a ton of resumes and consider myself lucky if I ever get a job, i know 1000h is not a lot

[esp803]

For what it's worth, I've made a very comfortable living and life flying essentially nothing but single engined aircraft... I never understood the strive for multi time... one more lever to push forward... and short of an engine failure in a very specific time frame, it's probably less of a handful then a single. If the PC12 operator pays you well, give you the time off you want, the schedule you want and allows to you to live where you want... then take that and don't look back

E

[SMELS]

First World Problems....

http://www.youtube.com/watch?v=vN2WzQzxuoA

[S14]

^if you have nothing intelligent to add, please refrain from posting....just looking for some advices here from pilots who have been there before. It's somewhat normal to ask questions when you consider the numerous ways pilots can achieve their goals. Thanks

[Cod Father]

I only have a private licence and recently passed over 500 hours PIC.
Most of that is all day time VFR on single engine including multiple 300+ nautical mile x-country flights.

Never ever dreamed I would reach this milestone. I've had encouragement from some quarter to go get my Commercial, but can't fathom a reason or a pressing need to. So I appeal to the forum, under what case and scenario should I expend the money for a commercial licence?

[SMELS]

^If you want to fly for a living and end up with 1000 hours, not knowing what to do with your career, now is a good time to complete your commercial license

[frozen solid]

Nope. Unless you want to earn money flying aeroplanes or helicopters, there is no sensible reason to bother getting a commercial pilots' license.

[photofly]

Because you want the challenge of brushing up your skills and having your flying assessed against a widely known standard.

Note: I am not commenting on whether it is a high or low standard.

[Bushav8er]

I only have a private licence and recently passed over 500 hours PIC.
Most of that is all day time VFR on single engine including multiple 300+ nautical mile x-country flights.

Never ever dreamed I would reach this milestone. I've had encouragement from some quarter to go get my Commercial, but can't fathom a reason or a pressing need to. So I appeal to the forum, under what case and scenario should I expend the money for a commercial licence?

If its not something YOU wanted from day one, don't let others talk you into it. You obviously have a job that allows you to fly now (or is it Mom & Dad?) so you are 5 years ahead already. Keep (or find a real job - it'll pay more) and keep enjoying your private flying: where, when, how and with who YOU choose - nothing wrong with that
If you have the money, ok, get a commercial, for updating your knowledge and skills and as a fall-back option. There are a few things you can do with a commercial that you don't have to leave your current job to do.

[shimmydampner]

Because you want the challenge of brushing up your skills and having your flying assessed against a widely known standard.

There is certainly no requirement to pursue a CPL to do either of those things.
There is absolutely ZERO point in completing your CPL unless you wish to fly for a living.

I never understood the strive for multi time... one more lever to push forward... and short of an engine failure in a very specific time frame, it's probably less of a handful then a single.

Sounds like a ringing endorsement for multi time.

^if you have nothing intelligent to add, please refrain from posting....just looking for some advices here from pilots who have been there before. It's somewhat normal to ask questions when you consider the numerous ways pilots can achieve their goals. Thanks

Toughen up pal. It's AvCanada; expect smart assery. Besides, you have not stated what your goals are.
My best advice: looking to a bunch of anonymous internet characters for direction on important life decisions is ridiculous.

[GyvAir]

Why is S14 being ridiculed for asking opinions here? Isn't it a normal and common thing to use online forums as sounding boards for ideas when looking for a solution to a problem or on making a decision? I sincerely doubt that he has any notion of staking his entire future specifically on any response(s) on here. Regardless of where you get your information or advice, you still need to carefully sort the wheat from the chaff.

I can't imagine where SMELS is coming from, implying that making a career direction decision equates to a "First World Problem" or that pausing to give some thought to a decision and asking for opinions and advice at any point in ones career is somehow a negative.

[S14]

That's what i am thinking too GyvAir...and Cod Father....what the hell ?!?! Start your own thread and stop hickjacking this one. Your question has nothing to do with the subject of this thread

[iflyforpie]

Multi time isn't what it used to be, and PC-12 time is counting for more and more lately.

Fire patrol in a multi is kind of bottom of the barrel. Yes, managing two piston engines is harder, but the working environment is little different (day VFR) than what you are already doing. Flying a Navajo SPIFR would be better, but still not a King Air or Moo Too or whathaveyou.

A PC-12 gets you in and out of busy terminal airspace, up into the flight levels, dealing with IFR procedures, icing, pressurization..... the only thing missing is another engine, which on most turboprops hardly ever fails and even precautionary shut downs are rare.

Nobody is going to look at what column the time is in..... they are going to look at the aircraft type and the type of operations.

[SMELS]

I was not meaning to be super offensive. I just thought you follow your nose so to speak in this industry... and to me I would just be screaming inside "Do what you want to do". Is it really that complicated what type of plane you are on? Even the CP at my job tries to sell pilots on multi time etc... i just told him I just want to like my job, I don't really care how much or what I fly, I'm in no race to get anywhere...

So that said I would never come on here asking you about my career move... But I guess its fair you want some direction..... don't over think it....

[S14]

^sounds right to me smels...I'll just go with what I will find. It took me 3 years to get my 1st job, partly because I made a very bad move, hence why I was asking for tips ! I lost quite some time there but in the end, I will get there, that's what matters.