ClearedForOption
Displaced... again.
Hi Everyone...
I have been lurking on these forums for a long time now soaking up posted the collective wisdom and finally decided to join (the only free thing in aviation) and for the last week the server has been nagging me:
"Hello ClearedForOption, Our records indicate that you have never posted to our site before! Why not make your first post today by saying hello to our community in our "Member Announcements" forum.
Why not start with your first post today and become an active part of forums.jetcareers now"
So... Hi... My name's Rich, I'm a 31 yr. old CFI in Santa Monica, CA. 1000/100hrs. So I am just starting to apply for the 1st job at a regional.
Here's my somewhat abbreviated story: (which, if it reads too much like a pretentious cover letter, I apologize - I've been polishing the resume this week and am stuck in business-speak)
I started out in the film business I had alot of great experiences but ended up with a whole lot of debt from school and trying to "break into the business."
Anyway, through a friend I was able to get a real job and I have been working in the aviation industry since 1999.
I started out as an international cargo export agent at the world famous Los Angeles International Airport. Recognizing my talent and ability to manage multiple tasks and supervise people I was quickly promoted. I supervised office and warehouse operations for both passenger and freighter flights. We would handle anywhere from 50 to 250,000 lbs. of freight for every flight. (we would typically handle 1 Passenger 747 w/500-5,000 lbs and a freighter with 210,000 lbs.) The cargo would be received, sorted, unitized, and transported to the aircraft. The paperwork would be received, broken down, entered into a cargo tracking system, and manifested for US Customs and abroad. This was dirty and difficult work.
Once I hit a "glass ceiling" at that company, I moved on to a position as an evening operations manager for a freight forwarder. I was responsible for supervising the entire operation during the busiest shift - the evening. We would typically handle enough freight to fill one 747 from Los Angeles to Hawaii. I was responsible for selling space on the aircraft, supervising the receiving and buildup of the cargo, interacting with the aircraft leasing company, and supervising ground operations. (overseeing loading, unloading, and distribution of the freight) The buck stopped at me - I was the boss and responsible for making sure that the plane left full and on-time every night.
From there I took a position with Southern Air Inc. as a traveling Instructor/Loadmaster. The Loadmaster on an aircraft is responsible for everything outside of the cockpit on the ground and in the air you are a member of the crew as a safety officer. Most of my responsibilities were on the ground. I was responsible for overseeing the uploading and offloading operations, performing the weight and balance, and interacting with the customers and ground crew. The Loadmaster is the fulcrum that holds everything together on the ground. At some point, everything passes through you and you have to know a little bit about everything. You need to understand everything about ground operations on the tarmac, hazardous materials handling, international import and export regulations, cargo unitization, and managing the people that perform those functions. I was also an instructor, teaching others to do the job of being a Loadmaster.
I traveled the world with Southern Air and worked in many different countries over most of the continents. While working, I was told by some of the flight crews that I was pretty damn smart and that I should be up front with the flight crew if I was interested in flying. I agreed with them wholeheartedly and jumped in with both feet first.
I started my training for my PPL in July of 2001. I earned my license in May of 2002. (which was pretty good for a 20 and 10 schedule with the weather around Chicago) Instrument later that year in 2002, Commercial and CFI in March/April 2003 and teaching ever since. (Let's see.. I've been scammed in Florida, taught in Cleveland, and in California)
It's been very tough. (but, who hasn't gone through a similar "paying of the dues" - I've worked very hard and am really looking forward to the next step) There hasn't been alot of movement - i.e. the "trickle down effect" - for the last few years and I have been stuck right in the middle of it. (not that I am bitching, [but I know, I know, quit the bitchin'...] although I firmly that it's the airline pilot's eternal right to bitch and no matter how good it is they will bitch about something. For instance... hey, guys, how about cleaning these blankets that haven't been washed in over a year to... I'm not flying till I get my Diet Pepsi. ---The first, I saw at SA, the second was attributed to a Air Jamaica Capt. to me by a former AJ Cheif Pilot after sitting in Lima, Peru for 8 hrs. waiting for a simple MX problem to be fixed. [incidentially, we were trying unsucessfully to nap using those same blankets that haven't been cleaned, and probably still haven't] Hey, when you are in Germany and your only choices are to have a bull session or watch Star Trek in Deutch, well, it'll be the bull session everytime) But, I digress...
Sept. 11th hit right as I began my path on my new career and it has overshadowed everything since. But, I have lived the lifestyle of the "freight dog" and I loved the work. When someone asks me if I can handle the schedule - I chuckle and think back to the time where I had 12 days on the 747 with one shower on day #6. (I got real good at taking a bath in the lav sink) Or, the three day trips where I would see 6 crew changes.
Now... looking back, it was crap what management did to us. (And I did pay the price once... I was so tired one day that I fell down an open E&E hatch where the MX crew disconnected the safety light "because it was distracting") To this day I am shocked that the FAA refuses to regulate the duty day of a traveling load - it will kill some unsuspecting crew someday.
Today, I am an instructor in Santa Monica, CA. I work out of a small school called Santa Monica Aviation and I also do independent instructing on the side. I have been teaching here in SoCal since 2004. I've been volunteering with the FAA as an ASC while here and have helped to host countless seminars and even given a few of them. I'm in the CAP and a proud member of the EAA. (I try and participate in every Young Eagle event we have at KSMO) Like I mentioned at the beginning of this post, I have just crested my 1K and am going to be sending out resumes like crazy over the next month.
Anyhoo... it's great to be a part of such a fun industry and a great group of people. I've learned alot by reading the posts over the last couple of years and I hope to have fun interacting with all of you in the future.
I hope there's room for a JCForums "newb" at the Networking event at the end of this month.
Rgds,
Rich P.
I have been lurking on these forums for a long time now soaking up posted the collective wisdom and finally decided to join (the only free thing in aviation) and for the last week the server has been nagging me:
"Hello ClearedForOption, Our records indicate that you have never posted to our site before! Why not make your first post today by saying hello to our community in our "Member Announcements" forum.
Why not start with your first post today and become an active part of forums.jetcareers now"
So... Hi... My name's Rich, I'm a 31 yr. old CFI in Santa Monica, CA. 1000/100hrs. So I am just starting to apply for the 1st job at a regional.
Here's my somewhat abbreviated story: (which, if it reads too much like a pretentious cover letter, I apologize - I've been polishing the resume this week and am stuck in business-speak)
I started out in the film business I had alot of great experiences but ended up with a whole lot of debt from school and trying to "break into the business."
Anyway, through a friend I was able to get a real job and I have been working in the aviation industry since 1999.
I started out as an international cargo export agent at the world famous Los Angeles International Airport. Recognizing my talent and ability to manage multiple tasks and supervise people I was quickly promoted. I supervised office and warehouse operations for both passenger and freighter flights. We would handle anywhere from 50 to 250,000 lbs. of freight for every flight. (we would typically handle 1 Passenger 747 w/500-5,000 lbs and a freighter with 210,000 lbs.) The cargo would be received, sorted, unitized, and transported to the aircraft. The paperwork would be received, broken down, entered into a cargo tracking system, and manifested for US Customs and abroad. This was dirty and difficult work.
Once I hit a "glass ceiling" at that company, I moved on to a position as an evening operations manager for a freight forwarder. I was responsible for supervising the entire operation during the busiest shift - the evening. We would typically handle enough freight to fill one 747 from Los Angeles to Hawaii. I was responsible for selling space on the aircraft, supervising the receiving and buildup of the cargo, interacting with the aircraft leasing company, and supervising ground operations. (overseeing loading, unloading, and distribution of the freight) The buck stopped at me - I was the boss and responsible for making sure that the plane left full and on-time every night.
From there I took a position with Southern Air Inc. as a traveling Instructor/Loadmaster. The Loadmaster on an aircraft is responsible for everything outside of the cockpit on the ground and in the air you are a member of the crew as a safety officer. Most of my responsibilities were on the ground. I was responsible for overseeing the uploading and offloading operations, performing the weight and balance, and interacting with the customers and ground crew. The Loadmaster is the fulcrum that holds everything together on the ground. At some point, everything passes through you and you have to know a little bit about everything. You need to understand everything about ground operations on the tarmac, hazardous materials handling, international import and export regulations, cargo unitization, and managing the people that perform those functions. I was also an instructor, teaching others to do the job of being a Loadmaster.
I traveled the world with Southern Air and worked in many different countries over most of the continents. While working, I was told by some of the flight crews that I was pretty damn smart and that I should be up front with the flight crew if I was interested in flying. I agreed with them wholeheartedly and jumped in with both feet first.
I started my training for my PPL in July of 2001. I earned my license in May of 2002. (which was pretty good for a 20 and 10 schedule with the weather around Chicago) Instrument later that year in 2002, Commercial and CFI in March/April 2003 and teaching ever since. (Let's see.. I've been scammed in Florida, taught in Cleveland, and in California)
It's been very tough. (but, who hasn't gone through a similar "paying of the dues" - I've worked very hard and am really looking forward to the next step) There hasn't been alot of movement - i.e. the "trickle down effect" - for the last few years and I have been stuck right in the middle of it. (not that I am bitching, [but I know, I know, quit the bitchin'...] although I firmly that it's the airline pilot's eternal right to bitch and no matter how good it is they will bitch about something. For instance... hey, guys, how about cleaning these blankets that haven't been washed in over a year to... I'm not flying till I get my Diet Pepsi. ---The first, I saw at SA, the second was attributed to a Air Jamaica Capt. to me by a former AJ Cheif Pilot after sitting in Lima, Peru for 8 hrs. waiting for a simple MX problem to be fixed. [incidentially, we were trying unsucessfully to nap using those same blankets that haven't been cleaned, and probably still haven't] Hey, when you are in Germany and your only choices are to have a bull session or watch Star Trek in Deutch, well, it'll be the bull session everytime) But, I digress...
Sept. 11th hit right as I began my path on my new career and it has overshadowed everything since. But, I have lived the lifestyle of the "freight dog" and I loved the work. When someone asks me if I can handle the schedule - I chuckle and think back to the time where I had 12 days on the 747 with one shower on day #6. (I got real good at taking a bath in the lav sink) Or, the three day trips where I would see 6 crew changes.
Now... looking back, it was crap what management did to us. (And I did pay the price once... I was so tired one day that I fell down an open E&E hatch where the MX crew disconnected the safety light "because it was distracting") To this day I am shocked that the FAA refuses to regulate the duty day of a traveling load - it will kill some unsuspecting crew someday.
Today, I am an instructor in Santa Monica, CA. I work out of a small school called Santa Monica Aviation and I also do independent instructing on the side. I have been teaching here in SoCal since 2004. I've been volunteering with the FAA as an ASC while here and have helped to host countless seminars and even given a few of them. I'm in the CAP and a proud member of the EAA. (I try and participate in every Young Eagle event we have at KSMO) Like I mentioned at the beginning of this post, I have just crested my 1K and am going to be sending out resumes like crazy over the next month.
Anyhoo... it's great to be a part of such a fun industry and a great group of people. I've learned alot by reading the posts over the last couple of years and I hope to have fun interacting with all of you in the future.
I hope there's room for a JCForums "newb" at the Networking event at the end of this month.
Rgds,
Rich P.
