Hi, can recent hires to 705 operators share their qualifications that enabled themselves to receive the offer letter?

200 Hrs & CPL

Serious reply’s please.

I initially asked because after conversation with a training captain at my current employer, whom haven’t had any luck advancing to 705 ops which is getting me wondering if I should take my degree and leave aviation. I do not have any desire to stay here at a 703 operator as long as they have been.

Depends on the operator. 1000-2000 hours seems like a normal range for the smaller ones. 2000-3000 is probably right for WJ and AC.

That's a rough guess.

khedrei wrote: ↑Sat Jul 20, 2024 9:23 am Depends on the operator. 1000-2000 hours seems like a normal range for the smaller ones. 2000-3000 is probably right for WJ and AC.

That's a rough guess.

Thanks

What other qualifications are desired by 705 operators?
As I indicated if I’m going to be stuck at a 703 operator for 10 plus years with 6000 hours then it may make sense for me to use my degree and leave aviation.

KN84 wrote: ↑Sat Jul 20, 2024 9:48 am

khedrei wrote: ↑Sat Jul 20, 2024 9:23 am Depends on the operator. 1000-2000 hours seems like a normal range for the smaller ones. 2000-3000 is probably right for WJ and AC.

That's a rough guess.

Thanks

What other qualifications are desired by 705 operators?
As I indicated if I’m going to be stuck at a 703 operator for 10 plus years with 6000 hours then it may make sense for me to use my degree and leave aviation.

Would you be happy being stuck at a 705 operation for 20 plus years though? Honest question. If you don't like 703 flying for 10 years, 705 flying for 20 years might not be your cup of tea either...

Nothing wrong with using your degree and flying privately!

Not sure how you could get stuck till 6000 hrs in this hiring market.

That being said, if you can make money with your degree and are in decent financial shape, I wouldnt hesitate to buy my own plane and fly for fun. You'd likely be happier unless you are dying to fly a jet.

Out of curiosity, when operators are advertising for
"Total multi-engine time" or "Multi-engine PIC" minimums, do they mean they need turbine/multi-crew time, or are piston times also considered?

Or is it like "We'd give more of a priority to turbine time than we would to piston, but we will consider those with piston time as well"?

StrayPilot wrote: ↑Sat Jul 20, 2024 8:49 pm Out of curiosity, when operators are advertising for
"Total multi-engine time" or "Multi-engine PIC" minimums, do they mean they need turbine/multi-crew time, or are piston times also considered?

Or is it like "We'd give more of a priority to turbine time than we would to piston, but we will consider those with piston time as well"?

The latter. But turbine is 10x stronger on a resume.

StrayPilot wrote: ↑Sat Jul 20, 2024 8:49 pm Out of curiosity, when operators are advertising for
"Total multi-engine time" or "Multi-engine PIC" minimums, do they mean they need turbine/multi-crew time, or are piston times also considered?

Or is it like "We'd give more of a priority to turbine time than we would to piston, but we will consider those with piston time as well"?

It's a common requirement for medevac ops, in which case any time counts, the company is just happy someone's qualified.

If it's more of a general experience preference not related to contract requirements, then whatever type resembles the operator's aircraft type will be deemed most valuable. That's usually turbine time.

Makes sense. Because I've come across a lot of job openings for multi-PIC even in 705. Recently even saw one for DEC on a Dash 8 with no other qualifications than an ATPL and 1000 hours Multi-engine PIC. Like CMA for example. Does it really mean that someone with all piston engine time will be considered for a DEC position in a Dash-8?

Seeing openings online like this, I'm also confused with OP's training captain's experience of not getting any 705 calls with that experience level.

StrayPilot wrote: ↑Sun Jul 21, 2024 2:59 am Makes sense. Because I've come across a lot of job openings for multi-PIC even in 705. Recently even saw one for DEC on a Dash 8 with no other qualifications than an ATPL and 1000 hours Multi-engine PIC. Like CMA for example. Does it really mean that someone with all piston engine time will be considered for a DEC position in a Dash-8?

I doubt 1000 hours on a Navajo would cut it, but 1000 hours on a DC3 or C46 or CL215 might. It will all depend on the other candidates experience and the level of desperation of the operator.

It's also possible one could have 1000 mpic on a Navajo and then 2000 hours SIC on a Dash 8 for example.

KN84 wrote: ↑Sat Jul 20, 2024 9:48 am ...I’m going to be stuck at a 703 operator for 10 plus years with 6000 hours...

This sounds an awful lot like a sock puppet account for a well-known troll who spams employment threads with complaints about how bad the hiring market is.

Diadem wrote: ↑Sun Jul 21, 2024 7:35 am

KN84 wrote: ↑Sat Jul 20, 2024 9:48 am ...I’m going to be stuck at a 703 operator for 10 plus years with 6000 hours...

This sounds an awful lot like a sock puppet account for a well-known troll who spams employment threads with complaints about how bad the hiring market is.

Hi, sorry if I misspoke. I’m getting close to 3000 hrs. I initially asked about qualifications for 705 operations because if a training captain with a lot more experience and training experience at a 703 operator isn’t qualified for 705 operators I’m considering taking my degree and leave aviation as my goal has always been to try 705 ops.
I’m trying to get a sense of the qualifications for 705 ops which 703 ops doesn’t help with.

KN84 wrote: ↑Sun Jul 21, 2024 6:07 pm

Diadem wrote: ↑Sun Jul 21, 2024 7:35 am

KN84 wrote: ↑Sat Jul 20, 2024 9:48 am ...I’m going to be stuck at a 703 operator for 10 plus years with 6000 hours...

This sounds an awful lot like a sock puppet account for a well-known troll who spams employment threads with complaints about how bad the hiring market is.

Hi, sorry if I misspoke. I’m getting close to 3000 hrs. I initially asked about qualifications for 705 operations because if a training captain with a lot more experience and training experience at a 703 operator isn’t qualified for 705 operators I’m considering taking my degree and leave aviation as my goal has always been to try 705 ops.
I’m trying to get a sense of the qualifications for 705 ops which 703 ops doesn’t help with.

NickyNick! How Ive missed you!!

Diadem wrote: ↑Sun Jul 21, 2024 7:35 am

KN84 wrote: ↑Sat Jul 20, 2024 9:48 am ...I’m going to be stuck at a 703 operator for 10 plus years with 6000 hours...

This sounds an awful lot like a sock puppet account for a well-known troll who spams employment threads with complaints about how bad the hiring market is.

Just nobody hires King Air PIC time

KN84 wrote: ↑Sat Jul 20, 2024 9:48 am

khedrei wrote: ↑Sat Jul 20, 2024 9:23 am Depends on the operator. 1000-2000 hours seems like a normal range for the smaller ones. 2000-3000 is probably right for WJ and AC.

That's a rough guess.

Thanks

What other qualifications are desired by 705 operators?
As I indicated if I’m going to be stuck at a 703 operator for 10 plus years with 6000 hours then it may make sense for me to use my degree and leave aviation.

Welcome back happyflyer78.

You should definitely use your degree

Flying hours is not the only thing you need to get in 705s. Right attitude is also a requirement.

If sitting at 3000 Hrs you still doubt about leaving Aviation. Then I am sorry there is something wrong on your side.

Ok just to feed the troll and be crystal clear, 1000 hours turbine and a pulse will get you into a 705 regional and 2000 hours turbine and a pulse will get you to the "NHL" and everything in-between. So F off and use your "degree"

Thanks for the responses. Some are quite scary. To think people are in the skies with that type of attitude. Must have got your jobs by who you know cause no HR would ever hire you for any job with those attitudes.

KN84 wrote: ↑Tue Jul 23, 2024 8:04 am Thanks for the responses. Some are quite scary. To think people are in the skies with that type of attitude. Must have got your jobs by who you know cause no HR would ever hire you for any job with those attitudes.

I have never gotten a job by who I know! (actually been a slight chip in my shoulder because of that) had to jump through all the hoops for where I have gotten to now.

I got to go fly my 705 now, how's that 703 your "stuck at"?

(rhetorical question, we all know your a troll)

!

KN84 wrote: ↑Sat Jul 20, 2024 9:48 am

khedrei wrote: ↑Sat Jul 20, 2024 9:23 am Depends on the operator. 1000-2000 hours seems like a normal range for the smaller ones. 2000-3000 is probably right for WJ and AC.

That's a rough guess.

Thanks

What other qualifications are desired by 705 operators?
As I indicated if I’m going to be stuck at a 703 operator for 10 plus years with 6000 hours then it may make sense for me to use my degree and leave aviation.

AC values having a degree. Will give you a few extra points when applying.

Can Pilot wrote: ↑Wed Jul 31, 2024 9:46 am

KN84 wrote: ↑Sat Jul 20, 2024 9:48 am

khedrei wrote: ↑Sat Jul 20, 2024 9:23 am Depends on the operator. 1000-2000 hours seems like a normal range for the smaller ones. 2000-3000 is probably right for WJ and AC.

That's a rough guess.

Thanks

What other qualifications are desired by 705 operators?
As I indicated if I’m going to be stuck at a 703 operator for 10 plus years with 6000 hours then it may make sense for me to use my degree and leave aviation.

AC values having a degree. Will give you a few extra points when applying.

These days….. so will a pulse.

I have 1200 TT and 100 MPIC from instructing, AA’s done. I have been applying for 703 and 704 operations, I haven’t heard back yet. No call or email. Maybe I should wait more, it’s been 1-5 weeks since I submitted applications to 20 different companies. I’m not sure if it is my resume problem or they just slowed down hiring.