DCA vs part 61

DE727UPS · October 11th, 2004, 14:29

There has been a lot of talk about how fast you can make it to the regionals if you go to DCA and how slow a process it is if you go the part 61/FBO/CFI/135 freight route.

I want to tell you about my friend/mentoree who's currently in the process.

He started flying in 1999 at a part 61 flight school while going to college full time....college slowed the progress, initially, no doubt. He worked as a bartender at the nicest hotel in Spokane. No loans.

College graduation and his commercial single land, commercial single engine sea, commercial multi-engine land, and CFI were in 03.

He did a little free lance CFIing and got a job this summer with a VFR 135 in Cessna 206's and 207's. He now has 1100 total and a "hire in Jan-March sounds very promising" for a multi 135 freight job. The flying at his current job is slowing down for the winter but he makes $100 a day.

Assuming he gets hired in Jan/March at the twin job and stays nine months (not a strech), he'll be around 1700 total and 500+ multi two years after he got his commercial single.

He won't need a guaranteed interview cause he'll have several choices, with those times.

If he had done his private and instrument in six months, it wouldn't be a stretch to say 2.5 years from day one to better than 1500 total/500 multi....and a regional interview.

I think this compares to DCA at far less cost.

No, my friend doesn't have the advantage of a CRJ sim or CRM classes....he just flys 207's into grass strips that hardly look like runways. He'll do fine at regional training without that stuff as the airline itself will provide it.

As for me, the first jet sim I ever flew was when I upgraded to the right seat on the 727, after being an F/E on it. The first and only CRM class I ever took was about ten years ago after UPS decided we needed to have a class on it.

mtsu_av8er · October 11th, 2004, 16:02

Oh, yeah? But can he say he went to DCA?

rausda27 · October 11th, 2004, 16:45

and....they are the only school that serves the ENTIRE Delta connection system...

planediveguy · October 11th, 2004, 23:17

He started flying in 1999 at a part 61 flight school while going to college full time...

He now has 1100 total and a "hire in Jan-March sounds very promising" for a multi 135 freight job.

Assuming he gets hired in Jan/March at the twin job and stays nine months (not a strech), he'll be around 1700 total and 500+ multi two years after he got his commercial single.

He won't need a guaranteed interview cause he'll have several choices, with those times.

If he had done his private and instrument in six months, it wouldn't be a stretch to say 2.5 years from day one to better than 1500 total/500 multi....and a regional interview.

__________________________________________________ ____

So he started in 1999.... we are in 2004... that's 5 years...

ASSUMING he does get hired by the part 135 outfit, which is a possibility, but hasn't happened yet. He'll then fly out of grass strips on a 207 (something I assume that according to you is very important to learn when you want to fly a jet) for how long? 9 more months ??? that gives a total of almost 6 years...pretty fast indeed...

I understand where you are coming from... that is the experience you have and it has worked for you and others. But DCA does work, and every instructor that I've met that are now flying part 121 told me that it is worth every penny...

montanapilot · October 11th, 2004, 23:47

yeah well at least this fellow Don is talkin about wont have KeyBank owning him for the next 10 years unlike your "wonderful" school.

planediveguy · October 11th, 2004, 23:51

That is the one thing that I will not argue. I was lucky enough to not need much from Key Bank...

mtsu_av8er · October 12th, 2004, 01:04

[ QUOTE ]
He'll then fly out of grass strips on a 207 (something I assume that according to you is very important to learn when you want to fly a jet) . . .

[/ QUOTE ]

it's not flying a jet...it's flying.

You weirdos and this "I want to be an airline pilot" crap. What happened to just being a pilot? Why, if I was still in the Corps...

DE727UPS · October 12th, 2004, 03:26

Well...I'll keep you informed on his progress and see how the race goes. He had to turn down a chance at a regional interview today that his roomate helped him get cause he didn't have enough multi time.

Planediveguy. It's not much of a race if you don't post your stats. Like, when you got your ratings, degree, and your hours.

planediveguy · October 12th, 2004, 20:41

Here it goes:

I am 38 years old and married.

Started DCA in late July 2002. By early Agust 2003 I had: Private, Instrument, Commercial Single, Commercial Multi, CFI and CFII.

I had to wait for Standz class and graduated in December 10th 2003. I then taught ground school until February. Since then I taught Instrument and commercial students. I was selected for a group leader position and stage check instructor. Which is slowing me down, but in my case It doesn't bother me as I am waiting for my adjustment of status with the INS ( My wife is american and so was my grandpa).

I have over 500 hours and I am going slow... I don't need to race your friend... and that is not the purpose of the discussion is it? I have friends that graduated with me in the Decembver Standz class that have over 700 hours and are getting their MEI this month. They will be out to the airlines by the end of the year, that's 2.5 years. while it will take me 3 years...

If you read my other posts you should realize that there are different ways to acomplish the same thing. I just don't get it that it has to be your way. Some poeple, like your friend will do fine on part 61, some won't. The same is valid for DCA.

planediveguy · October 12th, 2004, 20:45

Hey Loyd,

Do I need to remind you again that this is the JETcareers.com forum? It means that people here are trying to get into a JET...

There is nothing wrong in being a pilot, and I wish I was young and single and able to affor the time.... I would be in Alaska in no time...

mtsu_av8er · October 12th, 2004, 20:53

[ QUOTE ]
Hey Loyd,

Do I need to remind you again that this is the JETcareers.com forum? It means that people here are trying to get into a JET...

[/ QUOTE ]

There's nothing on the main page that says anything about wanting to fly jets....

So, no, you do not need to remind me.

planediveguy · October 12th, 2004, 21:07

[ QUOTE ]
[ QUOTE ]

There's nothing on the main page that says anything about wanting to fly jets....

So, no, you do not need to remind me.

[/ QUOTE ]

Ok PILOTCAREERS.COM it is then....

mtsu_av8er · October 12th, 2004, 21:09

[ QUOTE ]
[ QUOTE ]
[ QUOTE ]

There's nothing on the main page that says anything about wanting to fly jets....

So, no, you do not need to remind me.

[/ QUOTE ]

Ok PILOTCAREERS.COM it is then....

[/ QUOTE ]

Yes...yes, that's it....

So, this site isn't for folks that fly or want to fly turbo-props?

I'll bet that I can get an official statement that this website wasn't designed for, and is not intended exclusively for, jet pilots....

planediveguy · October 12th, 2004, 21:51

OK,OK, You win!

Save Doug from the hassle...

mtsu_av8er · October 12th, 2004, 22:05

[ QUOTE ]
OK,OK, You win!

Save Doug from the hassle...

[/ QUOTE ]

Well, I'm giving you the chance to be right....

DE727UPS · October 13th, 2004, 02:03

"They tell us that seniority is the big thing in the airlines...so getting there first is a big thing. You can spend 5 to 6 years out there flying freight, towing and instructing to get enough hours to be competitive... or you can spend the $$$ to get it done in 2 to 3 years... the choice is yours"

and now....

"I don't need to race your friend... and that is not the purpose of the discussion is it?"

Sorry for the confusion. Your first post seems to indicate that it IS a race....that DCA can offer you a faster track. I am simply trying to refute your argument that DCA will get you there faster than part 61/freight. I don't think it will and I'm using my friend as an example.

I'll admit that the jury is still out since my friend hasn't made it to a regional yet. You say it's gonna be three years for you. I'll wait until my friend gets on at a regional and we'll see how long it took him. It's only fair to assume he could have had his private and instrument in six months had it not been for college. That puts him on track for 3 years to a regional if he gets hired at a regional before the end of next year....I'd bet money on that one.

I have no idea how much money he's spent, nor how much you've spent. I probably don't want to know.....

Doug Taylor · October 13th, 2004, 02:17

[ QUOTE ]
OK,OK, You win!

Save Doug from the hassle...

[/ QUOTE ]

????????

planediveguy · October 13th, 2004, 23:37

[ QUOTE ]
"They tell us that seniority is the big thing in the airlines...so getting there first is a big thing. You can spend 5 to 6 years out there flying freight, towing and instructing to get enough hours to be competitive... or you can spend the $$$ to get it done in 2 to 3 years... the choice is yours"

and now....

"I don't need to race your friend... and that is not the purpose of the discussion is it?"

Sorry for the confusion. Your first post seems to indicate that it IS a race....that DCA can offer you a faster track. I am simply trying to refute your argument that DCA will get you there faster than part 61/freight. I don't think it will and I'm using my friend as an example.

I'll admit that the jury is still out since my friend hasn't made it to a regional yet. You say it's gonna be three years for you. I'll wait until my friend gets on at a regional and we'll see how long it took him. It's only fair to assume he could have had his private and instrument in six months had it not been for college. That puts him on track for 3 years to a regional if he gets hired at a regional before the end of next year....I'd bet money on that one.

I have no idea how much money he's spent, nor how much you've spent. I probably don't want to know.....

[/ QUOTE ]

Ok let's summarize and balace what we know:

I said that at DCA you spend more $$$ thatn at an FBO in exchange to a faster track to a top regional airline. 2.5 to 3 years at DCA and 1000 hours will get you there.

At the FBO you will spend perhaps half the $$$ and get your ratings after 5 to 6 years, which is your friends case. The idea that college has slowed him down don't seem to be the 100% of the cause of delay. Most likely he had to slow down because he had to pay out of his own pocket.

After those years he is a candidate for a part 135 job, which is great for experience and time building and probably fun as hell. But as a ASA Captain has told us, they don't care about any of that. They want to see the kind of experience you have and how many times you have been trown out of your confort zone. So 500 hours multi time in the same aircraft flying the same routes and shooting the same approaches don't mean much. And after 1700 tt and 500 multi.... he still doesn't compete with people trying to get jobs at the Delta Connection System.

So in one hand you can spend around 60K and get to a 121 Regional in 3 years. OR

Spend around 30K at and FBO and then another 2 or 3 years hitting the grass strips (to get the 2500 to 3000 hours to be eligible to the SAME job) plus the 3 to 4 years that takes to get your licenses paying as you go.

It is still faster at DCA.

montanapilot · October 13th, 2004, 23:44

ummm the last time i checked you can still take out a loan to train at an FBO too.

Wannabe2 · October 14th, 2004, 00:03

[ QUOTE ]
ummm the last time i checked you can still take out a loan to train at an FBO too.

[/ QUOTE ]

montanna, i was unable to find anything like that when i looked a few years back. that was one of the deciding factors in me attending DCA. perhaps post some info about those types of loans here so others that are still undecided can have the info...

montanapilot · October 14th, 2004, 00:20

http://www.aopa.org/info/certified/funds.html

also Pilotfinance.com

those are just the 2 i can think of off the top of my head.

Wannabe2 · October 14th, 2004, 00:49

thanks montanna, were these loans around a couple years back? i thought i looked pretty hard for stuff like this. anyway, hope the information helps other wannabe pilots make informed decisions....

mtsu_av8er · October 14th, 2004, 00:57

They were there....

DE727UPS · October 14th, 2004, 11:52

"It is still faster at DCA"

I think you're wrong but this is getting silly. I'm currently working with a guy who is on track to finish his PVT and IFR in six months part 61 and will spend about 8K and have 100 hours.

"So 500 hours multi time in the same aircraft flying the same routes and shooting the same approaches don't mean much."

Actually, it means a lot. What do you think airline pilots do? They fly the same aircraft and shoot the same approaces over and over. Multi time is an important benchmark.

"And after 1700 tt and 500 multi.... he still doesn't compete with people trying to get jobs at the Delta Connection System."

Really? Are you saying Chautauqa won't hire a guy with 1700/500? I know guys are getting interviews at XJT with 1000/100. Do you think Chautauqa is a better place to work?

The more we talk about this the more I see how you are tied into the DCA system. You don't see beyond the DCA carriers and the DCA interview guarantee. There is a big regional airline world out there and things don't really work the way you and the DCA marketers want you to believe.

Pirep · October 14th, 2004, 13:36

[ QUOTE ]
"It is still faster at DCA"

I think you're wrong but this is getting silly. I'm currently working with a guy who is on track to finish his PVT and IFR in six months part 61 and will spend about 8K and have 100 hours.

[/ QUOTE ]

It can be fast at an FBO if you have a motivated student and instructor combo. But while six months to get PVT and Instrument ticket is nice progress, it is by way no comparison to what many get at a good 141 school. A little over two months is very easily attainable for those same tickets. In those same six months your guy is "on track" to get pvt and instrument, I had already received my pvt, instrument, commercial, and started my multi commercial.

Now PlaneDiveGuy, I need to call you on your quotes.
[ QUOTE ]
So 500 hours multi time in the same aircraft flying the same routes and shooting the same approaches don't mean much.

[/ QUOTE ]
[ QUOTE ]
And after 1700 tt and 500 multi.... he still doesn't compete with people trying to get jobs at the Delta Connection System.

[/ QUOTE ]

These are naive quotes. PIC multi time is huge. It's not easy to get that time. As of right now, someone with 1700 and 500 multi PIC that was received while working flying cargo will definitely get a look at by some companies. Now, if that same person had only 1000/100 and did the FBO route, the chances of them getting a look at are slim unless you have some good recommendations from someone on the inside. That's where schools like DCA have an advantage. They have a proven product that works and makes the airline feel good about hiring them with lower hours. They want to hire someone that is going to get through training. That's why non Delta Connection airlines also come to the school to recruit, because of the track record. That's where FBO's can be at a disadvantage.

October 11th, 2004, 14:29	#1
DE727UPS Old Skool Join Date: Nov 2000 Location: Spokane, WA Posts: 6,578	DCA vs part 61 There has been a lot of talk about how fast you can make it to the regionals if you go to DCA and how slow a process it is if you go the part 61/FBO/CFI/135 freight route. I want to tell you about my friend/mentoree who's currently in the process. He started flying in 1999 at a part 61 flight school while going to college full time....college slowed the progress, initially, no doubt. He worked as a bartender at the nicest hotel in Spokane. No loans. College graduation and his commercial single land, commercial single engine sea, commercial multi-engine land, and CFI were in 03. He did a little free lance CFIing and got a job this summer with a VFR 135 in Cessna 206's and 207's. He now has 1100 total and a "hire in Jan-March sounds very promising" for a multi 135 freight job. The flying at his current job is slowing down for the winter but he makes $100 a day. Assuming he gets hired in Jan/March at the twin job and stays nine months (not a strech), he'll be around 1700 total and 500+ multi two years after he got his commercial single. He won't need a guaranteed interview cause he'll have several choices, with those times. If he had done his private and instrument in six months, it wouldn't be a stretch to say 2.5 years from day one to better than 1500 total/500 multi....and a regional interview. I think this compares to DCA at far less cost. No, my friend doesn't have the advantage of a CRJ sim or CRM classes....he just flys 207's into grass strips that hardly look like runways. He'll do fine at regional training without that stuff as the airline itself will provide it. As for me, the first jet sim I ever flew was when I upgraded to the right seat on the 727, after being an F/E on it. The first and only CRM class I ever took was about ten years ago after UPS decided we needed to have a class on it.

October 11th, 2004, 16:02	#2
mtsu_av8er Old Skool Join Date: Dec 2002 Location: Utopia Posts: 12,590	Re: DCA vs part 61 Oh, yeah? But can he say he went to DCA?

October 11th, 2004, 16:45	#3
rausda27 Senior Member Join Date: Jan 2002 Location: Florida Posts: 1,275	Re: DCA vs part 61 and....they are the only school that serves the ENTIRE Delta connection system...

October 11th, 2004, 23:17	#4
planediveguy Senior Member Join Date: Jul 2004 Posts: 319	Re: DCA vs part 61 He started flying in 1999 at a part 61 flight school while going to college full time... He now has 1100 total and a "hire in Jan-March sounds very promising" for a multi 135 freight job. Assuming he gets hired in Jan/March at the twin job and stays nine months (not a strech), he'll be around 1700 total and 500+ multi two years after he got his commercial single. He won't need a guaranteed interview cause he'll have several choices, with those times. If he had done his private and instrument in six months, it wouldn't be a stretch to say 2.5 years from day one to better than 1500 total/500 multi....and a regional interview. __________________________________________________ ____ So he started in 1999.... we are in 2004... that's 5 years... ASSUMING he does get hired by the part 135 outfit, which is a possibility, but hasn't happened yet. He'll then fly out of grass strips on a 207 (something I assume that according to you is very important to learn when you want to fly a jet) for how long? 9 more months ??? that gives a total of almost 6 years...pretty fast indeed... I understand where you are coming from... that is the experience you have and it has worked for you and others. But DCA does work, and every instructor that I've met that are now flying part 121 told me that it is worth every penny...

October 11th, 2004, 23:47	#5
montanapilot Old Skool Join Date: May 2003 Location: Portland, Orygun Posts: 1,643	Re: DCA vs part 61 yeah well at least this fellow Don is talkin about wont have KeyBank owning him for the next 10 years unlike your "wonderful" school.

October 11th, 2004, 23:51	#6
planediveguy Senior Member Join Date: Jul 2004 Posts: 319	Re: DCA vs part 61 That is the one thing that I will not argue. I was lucky enough to not need much from Key Bank...

October 12th, 2004, 01:04	#7
mtsu_av8er Old Skool Join Date: Dec 2002 Location: Utopia Posts: 12,590	Re: DCA vs part 61 [ QUOTE ] He'll then fly out of grass strips on a 207 (something I assume that according to you is very important to learn when you want to fly a jet) . . . [/ QUOTE ] it's not flying a jet...it's flying. You weirdos and this "I want to be an airline pilot" crap. What happened to just being a pilot? Why, if I was still in the Corps...

October 12th, 2004, 03:26	#8
DE727UPS Old Skool Join Date: Nov 2000 Location: Spokane, WA Posts: 6,578	Re: DCA vs part 61 Well...I'll keep you informed on his progress and see how the race goes. He had to turn down a chance at a regional interview today that his roomate helped him get cause he didn't have enough multi time. Planediveguy. It's not much of a race if you don't post your stats. Like, when you got your ratings, degree, and your hours.

October 12th, 2004, 20:41	#9
planediveguy Senior Member Join Date: Jul 2004 Posts: 319	Re: DCA vs part 61 Here it goes: I am 38 years old and married. Started DCA in late July 2002. By early Agust 2003 I had: Private, Instrument, Commercial Single, Commercial Multi, CFI and CFII. I had to wait for Standz class and graduated in December 10th 2003. I then taught ground school until February. Since then I taught Instrument and commercial students. I was selected for a group leader position and stage check instructor. Which is slowing me down, but in my case It doesn't bother me as I am waiting for my adjustment of status with the INS ( My wife is american and so was my grandpa). I have over 500 hours and I am going slow... I don't need to race your friend... and that is not the purpose of the discussion is it? I have friends that graduated with me in the Decembver Standz class that have over 700 hours and are getting their MEI this month. They will be out to the airlines by the end of the year, that's 2.5 years. while it will take me 3 years... If you read my other posts you should realize that there are different ways to acomplish the same thing. I just don't get it that it has to be your way. Some poeple, like your friend will do fine on part 61, some won't. The same is valid for DCA.

October 12th, 2004, 20:45	#10
planediveguy Senior Member Join Date: Jul 2004 Posts: 319	Re: DCA vs part 61 Hey Loyd, Do I need to remind you again that this is the JETcareers.com forum? It means that people here are trying to get into a JET... There is nothing wrong in being a pilot, and I wish I was young and single and able to affor the time.... I would be in Alaska in no time...

October 12th, 2004, 20:53	#11
mtsu_av8er Old Skool Join Date: Dec 2002 Location: Utopia Posts: 12,590	Re: DCA vs part 61 [ QUOTE ] Hey Loyd, Do I need to remind you again that this is the JETcareers.com forum? It means that people here are trying to get into a JET... [/ QUOTE ] There's nothing on the main page that says anything about wanting to fly jets.... So, no, you do not need to remind me.

October 12th, 2004, 21:07	#12
planediveguy Senior Member Join Date: Jul 2004 Posts: 319	Re: DCA vs part 61 [ QUOTE ] [ QUOTE ] There's nothing on the main page that says anything about wanting to fly jets.... So, no, you do not need to remind me. [/ QUOTE ] Ok PILOTCAREERS.COM it is then....

October 12th, 2004, 21:09	#13
mtsu_av8er Old Skool Join Date: Dec 2002 Location: Utopia Posts: 12,590	Re: DCA vs part 61 [ QUOTE ] [ QUOTE ] [ QUOTE ] There's nothing on the main page that says anything about wanting to fly jets.... So, no, you do not need to remind me. [/ QUOTE ] Ok PILOTCAREERS.COM it is then.... [/ QUOTE ] Yes...yes, that's it.... So, this site isn't for folks that fly or want to fly turbo-props? I'll bet that I can get an official statement that this website wasn't designed for, and is not intended exclusively for, jet pilots....

October 12th, 2004, 21:51	#14
planediveguy Senior Member Join Date: Jul 2004 Posts: 319	Re: DCA vs part 61 OK,OK, You win! Save Doug from the hassle...

October 12th, 2004, 22:05	#15
mtsu_av8er Old Skool Join Date: Dec 2002 Location: Utopia Posts: 12,590	Re: DCA vs part 61 [ QUOTE ] OK,OK, You win! Save Doug from the hassle... [/ QUOTE ] Well, I'm giving you the chance to be right....

October 13th, 2004, 02:03	#16
DE727UPS Old Skool Join Date: Nov 2000 Location: Spokane, WA Posts: 6,578	Re: DCA vs part 61 "They tell us that seniority is the big thing in the airlines...so getting there first is a big thing. You can spend 5 to 6 years out there flying freight, towing and instructing to get enough hours to be competitive... or you can spend the $$$ to get it done in 2 to 3 years... the choice is yours" and now.... "I don't need to race your friend... and that is not the purpose of the discussion is it?" Sorry for the confusion. Your first post seems to indicate that it IS a race....that DCA can offer you a faster track. I am simply trying to refute your argument that DCA will get you there faster than part 61/freight. I don't think it will and I'm using my friend as an example. I'll admit that the jury is still out since my friend hasn't made it to a regional yet. You say it's gonna be three years for you. I'll wait until my friend gets on at a regional and we'll see how long it took him. It's only fair to assume he could have had his private and instrument in six months had it not been for college. That puts him on track for 3 years to a regional if he gets hired at a regional before the end of next year....I'd bet money on that one. I have no idea how much money he's spent, nor how much you've spent. I probably don't want to know.....

October 13th, 2004, 02:17	#17
Doug Taylor Agent Smith Join Date: Dec 1969 Location: KSDL Posts: 41,927 Blog Entries: 1	Re: DCA vs part 61 [ QUOTE ] OK,OK, You win! Save Doug from the hassle... [/ QUOTE ] ????????

October 13th, 2004, 23:37	#18
planediveguy Senior Member Join Date: Jul 2004 Posts: 319	Re: DCA vs part 61 [ QUOTE ] "They tell us that seniority is the big thing in the airlines...so getting there first is a big thing. You can spend 5 to 6 years out there flying freight, towing and instructing to get enough hours to be competitive... or you can spend the $$$ to get it done in 2 to 3 years... the choice is yours" and now.... "I don't need to race your friend... and that is not the purpose of the discussion is it?" Sorry for the confusion. Your first post seems to indicate that it IS a race....that DCA can offer you a faster track. I am simply trying to refute your argument that DCA will get you there faster than part 61/freight. I don't think it will and I'm using my friend as an example. I'll admit that the jury is still out since my friend hasn't made it to a regional yet. You say it's gonna be three years for you. I'll wait until my friend gets on at a regional and we'll see how long it took him. It's only fair to assume he could have had his private and instrument in six months had it not been for college. That puts him on track for 3 years to a regional if he gets hired at a regional before the end of next year....I'd bet money on that one. I have no idea how much money he's spent, nor how much you've spent. I probably don't want to know..... [/ QUOTE ] Ok let's summarize and balace what we know: I said that at DCA you spend more $$$ thatn at an FBO in exchange to a faster track to a top regional airline. 2.5 to 3 years at DCA and 1000 hours will get you there. At the FBO you will spend perhaps half the $$$ and get your ratings after 5 to 6 years, which is your friends case. The idea that college has slowed him down don't seem to be the 100% of the cause of delay. Most likely he had to slow down because he had to pay out of his own pocket. After those years he is a candidate for a part 135 job, which is great for experience and time building and probably fun as hell. But as a ASA Captain has told us, they don't care about any of that. They want to see the kind of experience you have and how many times you have been trown out of your confort zone. So 500 hours multi time in the same aircraft flying the same routes and shooting the same approaches don't mean much. And after 1700 tt and 500 multi.... he still doesn't compete with people trying to get jobs at the Delta Connection System. So in one hand you can spend around 60K and get to a 121 Regional in 3 years. OR Spend around 30K at and FBO and then another 2 or 3 years hitting the grass strips (to get the 2500 to 3000 hours to be eligible to the SAME job) plus the 3 to 4 years that takes to get your licenses paying as you go. It is still faster at DCA.

October 13th, 2004, 23:44	#19
montanapilot Old Skool Join Date: May 2003 Location: Portland, Orygun Posts: 1,643	Re: DCA vs part 61 ummm the last time i checked you can still take out a loan to train at an FBO too.

October 14th, 2004, 00:03	#20
Wannabe2 Junior Member Join Date: Dec 2001 Location: Houston, TX Posts: 224	Re: DCA vs part 61 [ QUOTE ] ummm the last time i checked you can still take out a loan to train at an FBO too. [/ QUOTE ] montanna, i was unable to find anything like that when i looked a few years back. that was one of the deciding factors in me attending DCA. perhaps post some info about those types of loans here so others that are still undecided can have the info...

October 14th, 2004, 00:20	#21
montanapilot Old Skool Join Date: May 2003 Location: Portland, Orygun Posts: 1,643	Re: DCA vs part 61 http://www.aopa.org/info/certified/funds.html also Pilotfinance.com those are just the 2 i can think of off the top of my head.

October 14th, 2004, 00:49	#22
Wannabe2 Junior Member Join Date: Dec 2001 Location: Houston, TX Posts: 224	Re: DCA vs part 61 thanks montanna, were these loans around a couple years back? i thought i looked pretty hard for stuff like this. anyway, hope the information helps other wannabe pilots make informed decisions....

October 14th, 2004, 00:57	#23
mtsu_av8er Old Skool Join Date: Dec 2002 Location: Utopia Posts: 12,590	Re: DCA vs part 61 They were there....

October 14th, 2004, 11:52	#24
DE727UPS Old Skool Join Date: Nov 2000 Location: Spokane, WA Posts: 6,578	Re: DCA vs part 61 "It is still faster at DCA" I think you're wrong but this is getting silly. I'm currently working with a guy who is on track to finish his PVT and IFR in six months part 61 and will spend about 8K and have 100 hours. "So 500 hours multi time in the same aircraft flying the same routes and shooting the same approaches don't mean much." Actually, it means a lot. What do you think airline pilots do? They fly the same aircraft and shoot the same approaces over and over. Multi time is an important benchmark. "And after 1700 tt and 500 multi.... he still doesn't compete with people trying to get jobs at the Delta Connection System." Really? Are you saying Chautauqa won't hire a guy with 1700/500? I know guys are getting interviews at XJT with 1000/100. Do you think Chautauqa is a better place to work? The more we talk about this the more I see how you are tied into the DCA system. You don't see beyond the DCA carriers and the DCA interview guarantee. There is a big regional airline world out there and things don't really work the way you and the DCA marketers want you to believe.

October 14th, 2004, 13:36	#25
Pirep Junior Member Join Date: Jul 2001 Location: Florida Posts: 72	Re: DCA vs part 61 [ QUOTE ] "It is still faster at DCA" I think you're wrong but this is getting silly. I'm currently working with a guy who is on track to finish his PVT and IFR in six months part 61 and will spend about 8K and have 100 hours. [/ QUOTE ] It can be fast at an FBO if you have a motivated student and instructor combo. But while six months to get PVT and Instrument ticket is nice progress, it is by way no comparison to what many get at a good 141 school. A little over two months is very easily attainable for those same tickets. In those same six months your guy is "on track" to get pvt and instrument, I had already received my pvt, instrument, commercial, and started my multi commercial. Now PlaneDiveGuy, I need to call you on your quotes. [ QUOTE ] So 500 hours multi time in the same aircraft flying the same routes and shooting the same approaches don't mean much. [/ QUOTE ] [ QUOTE ] And after 1700 tt and 500 multi.... he still doesn't compete with people trying to get jobs at the Delta Connection System. [/ QUOTE ] These are naive quotes. PIC multi time is huge. It's not easy to get that time. As of right now, someone with 1700 and 500 multi PIC that was received while working flying cargo will definitely get a look at by some companies. Now, if that same person had only 1000/100 and did the FBO route, the chances of them getting a look at are slim unless you have some good recommendations from someone on the inside. That's where schools like DCA have an advantage. They have a proven product that works and makes the airline feel good about hiring them with lower hours. They want to hire someone that is going to get through training. That's why non Delta Connection airlines also come to the school to recruit, because of the track record. That's where FBO's can be at a disadvantage.

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