Has it come to this?
- Thread starter ComplexHiAv8r
- Start date
Autothrust Blue
Welcome aboard the Washington State Ferries
If I'd waited for my perfect regional to come along I'd still be flying a 206. (I'd probably own a motorcycle too. Gee, what have I done...)
That said, I wouldn't have worked for GeauxJets or the Mesa of the time either and I think I'd rather quit flying altogether than fly for GLA. Being choosy is fine as long as you're a "competitive" applicant (as in, you have an immaculate record - some people don't trust people with immaculate records, but I have an immaculate record); I wasn't about to go out and be a Laker as I knew better.
My "Plan D/E/F" as you put it was pre-bankruptcy Eagle. It was a good Plan D. Then I went to work for Regional Plan A. The timing happened to be right.
It's still better to be lucky than good.
And yet somehow it's still a great place to go to work...hm.
wildfreightess
Well-Known Member
Precisely this. I'm another one of those friends. I'm not suggesting a career at any of those places. I'm suggesting getting your feet wet somewhere to prove to the place where you desperately wish to hang your hat, that the old dog can indeed learn new tricks. All the letters of rec in the world won't help if the recruiters can't see past your current resume. Completing a training program will help you. Working for someone, be it 121 or 135, will help you. All of your friends know how hard you're working and how frustrated you are.
1. Take full responsibility for past performance, or lack thereof. It doesn't matter what you think could've, would've, should've with the instructional staff; it only matters what they think and did. Learn from that and don't complain, quibble, or make excuses. Just apply the lessons learned and move forward. Your opinion on the matter means nothing. You are merely a candidate. Think Richard Gere from An Officer and a Gentleman.
2. Ensure that for future apps and interviews, that you fully disclose all previous training successes as well as failures. Be up front first and foremost, and let the potential employer make the decision on whether that information is important to them or not. Do NOT fail to disclose something then have the employer find out later about it, to where what could've been a non-issue up front, now has them wondering "what else isn't being disclosed". Don't let a non-issue now become an issue.
3. When in training, ensure that you fully apply yourself to that training. When in training, barring any emergencies that must be handled, family life takes a backseat (assuming one isn't single). The home fires need to be kept burning and handled by those at home. If this can't be done while one is at training, there's no way in hell it can be done when you are really gone out on the line and on the road. That goes both for you the candidate, as well as family members. When TDY for training, ensure that the bulk of your off time is in the books. Don't burn yourself out, of course, but don't screw around or let other things become a priority if they don't absolutely have to be, most especially if you find yourself behind or having any kinds of trouble with the subject matter material. Take responsibility for your own training and progress, and make things happen on your end, always being prepared and showing up to training sessions as-such. Do not give the impression to any instructional staff that you are "just along for the ride".
4. Take command of your own training. Remember: you do not graduate training; your gradebook does.
The above are some major errors I've see from guys who have suffered setbacks such as yours and some of the things that have tripped them up from being able to advance past that.
You have the answers to what you need to do. Apply them. And remember, as someone trying to break into 121 such as yourself, the airline you make fun of or criticize today, just might be the one you're trying to interview with tomorrow. Tread carefully, especially on public forums.
Proceed.
2. Ensure that for future apps and interviews, that you fully disclose all previous training successes as well as failures. Be up front first and foremost, and let the potential employer make the decision on whether that information is important to them or not. Do NOT fail to disclose something then have the employer find out later about it, to where what could've been a non-issue up front, now has them wondering "what else isn't being disclosed". Don't let a non-issue now become an issue.
3. When in training, ensure that you fully apply yourself to that training. When in training, barring any emergencies that must be handled, family life takes a backseat (assuming one isn't single). The home fires need to be kept burning and handled by those at home. If this can't be done while one is at training, there's no way in hell it can be done when you are really gone out on the line and on the road. That goes both for you the candidate, as well as family members. When TDY for training, ensure that the bulk of your off time is in the books. Don't burn yourself out, of course, but don't screw around or let other things become a priority if they don't absolutely have to be, most especially if you find yourself behind or having any kinds of trouble with the subject matter material. Take responsibility for your own training and progress, and make things happen on your end, always being prepared and showing up to training sessions as-such. Do not give the impression to any instructional staff that you are "just along for the ride".
4. Take command of your own training. Remember: you do not graduate training; your gradebook does.
The above are some major errors I've see from guys who have suffered setbacks such as yours and some of the things that have tripped them up from being able to advance past that.
You have the answers to what you need to do. Apply them. And remember, as someone trying to break into 121 such as yourself, the airline you make fun of or criticize today, just might be the one you're trying to interview with tomorrow. Tread carefully, especially on public forums.
Proceed.
Last edited:
Screaming_Emu
Well-Known Member
This should be made a sticky for anyone starting 121 training.
Seggy
Well-Known Member
Civilian training isn't like Military training. You don't get a gradebook to compare with your classmates, it is usually pass/fail.
Then ensure you don't fail.
Take responsibility for yourself; you know and are made aware how you are doing..
Simple as that.
Seggy
Well-Known Member
Then you could have just said in your previous post....
Relax, cooperate, and graduate
A little bit more to it than that when one has gotten beyond the above point(s), hence the expanded explanation by me on how to do it, and how not to. Sometimes, it has to be spelled out.
HVYMETALDRVR
Well-Known Member
What happened with RAH?
Not that we're any better or worse than the others listed (not going down that road.)
Not that we're any better or worse than the others listed (not going down that road.)
Maximilian_Jenius
Super User
Quick question for all. What's wrong with Mesa? Serious question. They're supposed to be getting a brand new fleet of E-175's and someone here said their upgrade time is two years. From the outside looking in, sounds good to me. VS. going to super regional X with three hundred planes and a 5+ year upgrade time or a non-existent upgrade time.
@Trip7
AMMA RIGHT?
@Trip7
AMMA RIGHT?
Last edited:
ComplexHiAv8r
Well-Known Member
"I have reviewed your situation with Flight Operations Management. We are declining to re-interview you at this time."HVYMETALDRVR said:
If they were aware of your situation, fully and up front; then that's their call, rightly or wrongly. Just a break of the game. Take it and move on.
If they weren't fully aware of your situation up front, and there was a "rest of the story" they later found out; then that digs your own grave.
ComplexHiAv8r
Well-Known Member
Nope up front and detailed.........MikeD said:
So they knew all about your employment with Xjet, training and all the details therein.....gritty though they may be.....and still made their decision?
Screaming_Emu
Well-Known Member
Then you could have just said in your previous post....
Relax, cooperate, and graduate
And drink lots of free coffee.
ComplexHiAv8r
Well-Known Member
Yep. I sent a detailed email and updated resume. Not hiding anything. I did via email then via airlinespps as it didn't give me an avenue to disclose everything. I didn't want to miss reporting anything.MikeD said:
Trip7
Well-Known Member
You are absolutely right. If you want to increase your chances of making Captain money quickly and spending the least amount of time at a regional, do not go to any Mega Regional. Go to one of the small growing ones.
Compass, Mesa, PSA.
Compass quick upgrade is 100% guaranteed due to flow thru. The only danger to PSA and Mesa upgrades are them losing growth due to lack of staffing but I don't see that being a problem as plenty of junior FOs from the Mega Regionals are making the lateral move. Good luck!
If you listed yourself on your resume as having been employed by Xjet for the time you were in training, and the details of the training therein and what occurred then that's just the break of the game. Again......take it and move on.
I remember you talking before in another thread about how the training wasn't a PRIA reportable event here:
But here's the problem with that: if you didn't happen to report on your resume that you worked for Xjet because you were only in training and wasn't fully employed or were in some conditional status......but they later found out that you were affiliated with a 121 carrier in some fashion as a pilot (conditional or full time, doesn't matter), and worse, didn't pass training. Then PRIA or not, that would give them a very negative perception that information was less than forthcoming. And would make them wonder what else they would have to dig up regarding you. That would then explain their stance.
All you can do in this situation is show your cards fully, up front, and let the chips fall where they may.