What It Takes to Fly a Turboprop Aircraft 🛩️ | Pilot Hours & Experience... less than you think!
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- Опубликовано: 28 сен 2024
- How many hours and how much experience do you need to fly a turboprop aircraft like the one I fly? Well... it might be less than you think but the answer is complicated. A number of factors determine a pilots capabilities when it comes to high performance IFR turbine powered aircraft. In this video I will explain what it took ME to learn to fly a twin turboprop Cessna Conquest IFR single pilot at only 800 hours! Pilot hours are one thing, the type of pilot hours are another. Factors such as IFR experience, twin engine flying time, and overall experience in similar aircraft (even as a copilot) are crucial! For a commercial pilot, flying a turboprop is an essential part of the career pathway to the airlines so there is a high likelihood that YOU may end up at the controls of a turboprop airplane at some point... when that is... is to be determined!
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This is great advice, and it seems to be the mentality of many airlines right now on hiring us rotary guys. We have fewer hours than our fixed-wing counterparts, but what we lack in hours, we make up for in experience and control touch. We learn fast and typically we've been through many difficult flying situations in our career. Although it's not always the fastest route to a pilot career, I still advise people to check out becoming an Army helo pilot to start if they don't have a way to pay for it out of pocket. If you go Reserve or Guard, even though you have a 10 year commitment now, you can still pursue your aviation career simultaneously while also getting paid to do it. I recently got hired on to a major airline with no fixed-wing time and am now going through my fixed-wing training. Pretty awesome opportunities out there right now.
About 2000 hours. Pilot jobs are very hard to get as it is who you know they don't tell you that as there is no pilot shortage, employers can be picky.
@@onyourbikes yeah and in Europe you can get airline jobs (for example as first officer on the A320) at 500hrs or so. You then own a "frozen ATPL" until have the full 1500 hrs as far as I know
@@onyourbikesOP doesn’t know what he is talking about.
I was fortunate enough to get onto a 425 at 1000hrs. Was very lucky though
@@onyourbikes the plane might say FedEx on it but the paycheck doesn’t say FedEx on it. Other companies operate those on behalf of FedEx.
Great video, I hope to be flying the TPs some time soon. By the way I believe I seen you come into CYXC in the Conquest a couple weeks ago!
Evan! Just recently found your videos, if you ever find yourself in my home town of golden I'd love to bring you all around the kinbasket! And some other back country😁 love the vids and your personality is sky high for going places! Was a WO1 9 year Air Cadet, biggest regret was not following my ambition and getting my power license.. your an inspiration man keep it up and pleass stay safe brother! 👌👌👌👌👌👌
But how exactly did you become able to afford a 1,000,000 dollar plane??? That’s sounds interesting to me as well
Another awesome upload and I really do echo your thoughts. Got on a C441 with 700hrs because the right people liked me (key to success) and I had some twin, night and ifr on the resume
Very interesting video!
What does an insurance company have to do with you earning a ppl and getting various ratings..ie instrument, complex, high performance, twin eng, turbine?? If i do not intend to pursue a commercial license to make a living flying, what are the FAA required hours to get a twin turboprop rating?
You didn't answer your own question in the title. How many hours and what else does it take?
I think he did. It depends.
$1M hours😂
THANKS FOR INFO
Love your videos
Thank you! Means a lot :)
Please reduce music when talking. Can you improve audio quality at all?
Hey Evan! I just found your channel a couple of days ago and I’ve been enjoying your videos a lot ! Out of curiosity how do you record your videos ? I’m doing my instrument and I want to be able to start my own Channel and record my progress !
Total concentration on your
training and NOT adjusting
your Go-Pro clarity should
take precedence on your
wants. Did you see what
happened to the gal and her
father in TN ? More time spent
understanding the Go-Pro than
the auto-pilot.The outcome wasn’t
very pretty.
Besides and think about this :
Do you want everyone watching
you train ?
Quality content
great advice
thank you very much :)
Excelente 🛩️🇺🇸☝🏻
In europe you can fly a320 with around 250 hours
A reason not to get on a European carrier
@@jamesdean9957there is no reason to have 1500 hours rule.
@@SKPkickboxBB I’ll admit 1500 hours is an arbitrary number to a degree. On the other hand, to get that 1500 hours usually you need to become an instructor or fly for a mail delivery service or (135 carrier) in the states. The time you spend in the air allows for valuable lessons and experiences. At 250 hours total time you just don’t know enough to sit in an airliner as a truly helpful FO capable of taking over in all conditions should the captain become incapacitated.
@@jamesdean9957 I would argue with that. In europe there air travel rly safe. You are no more capable to be FO in airline after finished 1500 hours mostly in small SEP. because how it prepare you to be FO on for example a320 when you have 1200 hours as instructor in c152. Even that statistic said fresh graduated CPL pilots have better knowledge and performance during TR for Airliner then people who flown few years SEP
@@SKPkickboxBB a good point. I still think 500 hours or so as an instructor is about right but then a 1000 hours flying in the bush or mail service in the weather will make you better and more prepared for a320 training. As a 16 year US captain, I can tell the difference in capability of a pilot if they went through a license school course right to an airliner vs. a pilot that had a couple jobs before coming to the airlines. Air France447 is a prime example of a pilot not understanding the basics.
Yeah it doesn’t help that most SEL piston 135 jobs want 1200tt as entry level pilots. Too many sub thousand hour pilots. They’ve saturated the market here in AK. You really don’t have much options without spending a few years as a full time cfi. I’m at that 500 hr mark and in spite of buying plane tickets to remote operations they just have too many low time applicants to be considered a viable option. A pilot really needs to skip the charter industry and go straight into 121 at this rate. I’m looking at buying a retired twin to build time for this purpose. My other option is to become satisfied with my non flying career and use aviation to satisfy my drive for adventure over my weekends. I think I’m at an impasse. How do you justify additional costs for time building when the demand is low and the supply is so high? The economics of the 135 world is just not convincing that the market is in need. I know 121 captains are in demand, but we don’t start at the top.
What's your favourite Airplane??
Great video!
Jag off advice.
Excelente video excelente advise 🛬✈️👍🏻🇺🇸
I'm pretty certain that, the company that INSURES the aircraft will have a lot to say about who can fly it and the level of license, experience and training "They" require !!!!!
Every flight school and Charter company I've every been associated with keeps telling me: "There's nothing we can do about it. IT'S REQUIRED BY OUR INSURANCE COMPANY !!!!!
Yup exactly! Insurance drives it all. But depending on those circumstances, there are ways that they have let low time pilots get on with a good captain or good mentorship and training.
Love the lawnmower comment. lot's of bad lawnmower pilots popping up these days.
Hahaha thanks
After over 20'000 hours of flying all kinds of a/c I have to admit: This young gentleman Capt Evan is absolutely right!! He would be the right pilot in the 747.
Regards to all of you, from
Yes sir, Sure can’t wait to see how it goes
when you tell your insurance “time don’t matter’
you got 200 in your C-182 and haven’t put a
scratch on it !!
TIP: When arranging the financing,add 1/4 of the
aircraft’s price to help insurance cost.
Be sure to have a “trusted” lawyer scrutinize the
policy too.
Proccedure, Proccedure and like everything else is Who you know,,I landed on a season construction job getting pay as a Master Carpenter where I only have helper experience just because I know few a Ppl inside,nd yess getting a job as a Pilot is as challenging as the training it self
So who are these turboprop jobs for? It seems that they require too many hours for a freshly minted commercial pilot but by the time you have the hours to easily qualify for them you are already qualified for many 135 sic jet jobs or within spitting distance of the right seat of a regional jet. The turbo prop jobs seem to get you flight hours very slowly if your goal is to fly a jet and if you instructed longer and got in a jet first, once you hit that right seat in a jet why would you go to a turboprop? Honestly I think a turbo prop ANYTHING is way cooler than the comparable sized jet and if I could make jet money in a turboprop, then that's all I would want to fly but I have a hard time seeing where a turboprop fits into career progression.
It takes money 💴
Also some of that too
I got into a twin otter at around 750 total time. It's SIC and mostly VFR but still counts.
I’m flying an ag plane at 500hrs this year. -11Ag motor
Awesome 😎😎😎😎😎
It will take a lifetime for me 😂
100 hours of multi should translate to a smaller turboprop pretty well. How do you find people though? I don't have an FBO or the people skills to talk to strangers at one anyway
Honestly, that is a challenge I meet people mostly by accident. It’s just through the grapevine. A lot of the time I’ll run into people at airports and just meet them and use it comes back in a few months or so right now I’m in the process of trying to find more work so I’ve been putting that to the test again lol
Would love to see more explanation of everything you're doing along with the landing.
I will do! :)
Love flying the 441 Conquest 2, awesome aircraft!
much different bird than the 425. I guess it will never happen given the STC is tied up with no plans to make parts, but the Robertson STOL kit on a 425 would give 425's the same flap config as the 441 and really make it a much safer plane for smaller airports. But if long runways, just take off with no flaps in 425. Some CFD studies have shown that the split flaps actually do generate some lift and low settings as they pump up circulation, but over say 5° they only add drag and no lfit. Yes 441's are the best of both worlds and really get you somewhere in cruise on longer trips. Maybe that's why the market has a hell of a premium in value like no other turboprop. Try $1.25+M for a decent one, one with a high serial number to get the factory installed systems with some kind of AHRS system and getting rid of the Cessna radios try over $1.5M. We'll just keep enjoying our $600K Merlin truck.
My dear … what kid of engine do you have in your plane ?
I have the PT6a-867a
And do you the same or PT6a-900a ???
I’m looking for the right exhaust pipe