Would you rather...

[cdnavater]

That's funny. My plane has adsb out and all my flights are on flight aware. I am the only person insured on it. I dunno. Hopefully it doesn't become an issue but that is some degree of 3rd party documentation there if it comes down to it. I'll just apply and see what happens I suppose.

I wouldn't be to worried about it. The only folks that will accuse you of parker pen time are those that would do that if they were in your position, and you dont want to work for/with them anyways. Go a step farther, show up for any interviews by flying in with that machine. Anybody in a position to hire relatively low time folks knows that nothing teaches good hands and feet like a short wheel base tail dragger hot rod. Showing up in the rv is almost as impressive as showing up in a Pitts.

Nice dig there bud, the other folks that might “question” the hours are those that have experienced it first hand, we are all biased by our past experiences. 500 hours in a guys own aircraft is not unreasonable at all and I wouldn’t have questioned it.
In my opinion, much more than 500 hours and I’d be more likely to discount the “experience”, I would’ve grouped them in with the same resume pile of the 250-500 hour pilots.
I would venture a guess, most pilots flying their own aircraft are not out there pushing the weather and flying hardcore IFR, fully loaded.
Anyhow, if you’ve trained enough pilots, you can tell pretty quickly who has exaggerated their experience.

[cdnavater]

For a first '500 hour job', what experience do you think is better with the goal of moving to larger jets, airline/corporate down the road?

Hey there RayJr,
I’m curious if the two main options are current offers or a generic just wondering type question.
We are left with assumptions, are these for the left seat or a job for your first 500 hours as FO, not really clear?
Do you have 500 hours and these are jobs you’re considering and again, left or right seat?
If it’s left seat, I would go with the one that will fly you more both will give you some good experience.
If it’s right seat, I would go with the one that is quickest to the upgrade, either one, if Jazz is your near term goal, will get you there pretty quickly.

Hi, good questions. I didn't really consider the folks who could answer this question probably don't spend much time browsing the very low hour job posters!

which plane would be a better choice to get to the airlines. In the 500 hour job pool, there are usually a handful of Navajo type jobs, float stuff and then Ornge. All right seat.

Jazz is undoubtedly the fastest way into a jet and yes it's the near term goal.

I very much appreciate what the other guys are saying about the scenic route. If I were starting out 20 or 25 years younger I would for sure be doing that. But this is a second career for me and I would like to get somewhere that I'd like to stay and start building seniority as fast as I can.

Cheers

At 500 hours, I would be focusing on getting some PIC but a right seat job that could lead to a left seat in short order would be ideal.
Things are slowing down for now, how long remains to be seen, I think as far as Jazz goes, we will not be hiring much for sub 1000 hours for the next 6-12 months, if that’s all that is available then we won’t hire. Too many FOs, not enough Captains so no point hiring some that can’t upgrade quickly.
A Navajo job would likely give you a PPC and fly you as dual Captains, or quick upgrade which will set you up pretty good for jobs that you are seeking down the road

[‘Bob’]

That's funny. My plane has adsb out and all my flights are on flight aware. I am the only person insured on it. I dunno. Hopefully it doesn't become an issue but that is some degree of 3rd party documentation there if it comes down to it. I'll just apply and see what happens I suppose.

I wouldn't be to worried about it. The only folks that will accuse you of parker pen time are those that would do that if they were in your position, and you dont want to work for/with them anyways. Go a step farther, show up for any interviews by flying in with that machine. Anybody in a position to hire relatively low time folks knows that nothing teaches good hands and feet like a short wheel base tail dragger hot rod. Showing up in the rv is almost as impressive as showing up in a Pitts.

I knew a guy who built all of his time in an RV. He had great hands and feet but his decision making skills were nearly non-existent and he was constantly behind the aircraft. He quit after two years and no upgrade and as far as I know never went back into commercial aviation.

There’s a reason why operators want commercial flying experience and it’s not just because of the BiC factor. You have nowhere near the training, oversight, feedback, or pressure.

[digits_]

That's funny. My plane has adsb out and all my flights are on flight aware. I am the only person insured on it. I dunno. Hopefully it doesn't become an issue but that is some degree of 3rd party documentation there if it comes down to it. I'll just apply and see what happens I suppose.

I wouldn't be to worried about it. The only folks that will accuse you of parker pen time are those that would do that if they were in your position, and you dont want to work for/with them anyways. Go a step farther, show up for any interviews by flying in with that machine. Anybody in a position to hire relatively low time folks knows that nothing teaches good hands and feet like a short wheel base tail dragger hot rod. Showing up in the rv is almost as impressive as showing up in a Pitts.

I knew a guy who built all of his time in an RV. He had great hands and feet but his decision making skills were nearly non-existent and he was constantly behind the aircraft. He quit after two years and no upgrade and as far as I know never went back into commercial aviation.

There’s a reason why operators want commercial flying experience and it’s not just because of the BiC factor. You have nowhere near the training, oversight, feedback, or pressure.

I'm sure that happens, but I can see/have seen the opposite happening as well. Experienced airline pilots that after 20 years of flying big planes in a multi crew environment are a danger to themselves and everyone around as soon as they step in to a c172.

It's almost as if it depends highly on the individual

[‘Bob’]

It's almost as if it depends highly on the individual

That’s the problem. How do I know which individual is good and which is bad?

Entry level companies have to take chances. But they are also presented with a product that met a minimum standard—vetted through an FTU and DTFE—suitable to their operation.

This is also why ramp is so popular. As much as I disagree with it it’s a great way to examine soft skills of an individual.

Higher up it’s more difficult. Pilots don’t want to do ramp duty again. Experiences are even more diverse.

A pilot who has flown with a commercial operation however has still been held to a standard. He’s at least done training and ground school every year; he’s done a PPC or PCC; he’s been under the watchful eye his Chief Pilot, Ops Manager, and Transport Canada.

What private pilot is going to subject himself through all of that? A very keen one, maybe. But for the most part not.

An airline pilot might have horrible hands and feet in a 172. He might not be used to single pilot operations or getting his own fuel or weather limitations. But at least you know that he’s been held to a standard so you know exactly what to concentrate on.