I Feel Odd, But . . .

ryanmickG said:
Tap the brakes a little Marcus.

Maybe not last long in a 121 cockpit, but I have met atleast one person that shouldn't be driving a car and he is in a 121 cockpit. Been there for a couple years.

Jtrain and Kellwolf know exactly who I'm talking about.
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So, you push the throttle in and the airplane goes? Is that how it works?
 
I thought you have a blow up autopilot that does all the work. Wow this part 121 flying sure looks easy:)
 
This sound weird, but the night before you posted this thread "what's up with Lloyd (mtsu_av8er)?" popped in my head.

I hadn't recalled seeing anything posted from in you since that tragedy.

Hope you're doing alright man!!!

In an unrealated note, I still love flying airplanes.
 
Polar742 said:
This sound weird, but the night before you posted this thread "what's up with Lloyd (mtsu_av8er)?" popped in my head.

I hadn't recalled seeing anything posted from in you since that tragedy.

Hope you're doing alright man!!!

In an unrealated note, I still love flying airplanes.
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Thanks, man! Yeah, I'm doing alright . . . just enjoying life and all that it had to offer me!!!
 
aloft said:
No luck, huh? How much turbine PIC time do you have again?
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You know, I'm sure most folks understand your point, but it's a little short-sighted.

As there is no FAR, law, or rule of physics requiring turbine PIC time before being hired at a Legacy carrier, it wasn't so much luck as timing and compensation.

Sure, he had no turbine PIC time. He knew that resume bullet was missing, so he networked his way into circumventing it.

Short of the known physical laws of the universe, there is no law, no rule, that cannot be broken, bent, or just flat avoided. Seems to me Doug saw an obstacle he couldn't climb at that point, so he just went around it.

Work smarter, not harder, man.

Oh yeah- as for the laws of physics thing- I'm not sure about that either. They're just harder to go around.

Live life by your own rules, and you'll never fall short of your goal.

:)
 
Indeed there were guys hired at CAL with zero TPIC and have done pretty well for themselves. Heck, their first command experience in a jet was probably in a 737.
 
I also love my job.

I agree that luck/timing/preparation all combine in our own success. My commercial ASEL checkride was scheduled for 9/12/01. As the industry went down hill, I had to decide whether to wait it out or push forward. I decided to continue pushing forward, so I would be prepared for the next hiring wave.

In 2003, I moved to Alaska and got a job as a flight instructor, so I could get the Alaska experience to get a job flying part 135. As 2004 came around, the regionals were begining the first hiring boom since prior to 9/11. I had an ATP, 1700 hours, and 500 multi, and got calls from Horizon and Eagle. I was in the 4th new hire class at Eagle, and loved it there. The time at Eagle gave me the experience I needed for SkyWest, so after 18 months at Eagle, I left. I went to SkyWest for the fast upgrade, and fortunately it worked out. I upgraded at my 1 year point.

Many of my co-workers couldn't understand why I would commute to reserve on the Brasilia. Again, it was to be prepared for the next hiring wave. I sat and watched many friends and co-workers get hired at legacy carriers, and wondered where I was going wrong. I assumed it was luck, but it was more or less networking. Unfortunately I wasn't great at that.

My luck/timing/preparation, all came together in March of 2008, when I was hired by NWA. When many people were waiting until they got to the 1,000TPIC, I applied with much less, and was hired with just under 500 TPIC.

I took my first flight in June of 1999, took a year off to finish school, then started working hard on my training in January of 2001. I did all of my training at a flying club.

I love my job, worked hard to get to where I am, and if I had to do it again, I would.
 
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