Smudge on PRIA, Need Advice
12-08-2016, 02:26 PM
#1
New Hire
Thread Starter
Joined APC: Feb 2008
Posts: 4
Smudge on PRIA, Need Advice
Hey all, I need some advice on how to handle a hiccup on my PRIA in the interview.
I have been flying for 20 years professionally, averaging about 1000 hours a year. Lots of flight instructing (about 10k hours), little corporate flying (1k hours), a bit of airline 121 flying (about 500 hours PIC, 2.5k SIC) and some 135 flying (about 6k). I have a couple of type ratings and lots of crew experience in both the 121 and 135 arenas.
I am considering going back to the regionals (I feel like the smudge is an immediate disqualifier from the majors, unfortunately), and I need to know how to handle what I know will come up during the interview.
Both issues happened with the same 135 company within the past year. It is a cargo company that runs a pretty tight schedule, has dispatch, and a fantastic maintenance department.
#1. Dispatch had me swap into an aircraft to fly back to maintenance base with a few non-MEL'd issues. I met the departing crew as the aircraft was being loaded and they didn't mention anything about the issues (nosewheel tire out of limits), and the FO had performed a walk-around and didn't say anything.
About a week after the flight, I got a phone call from the CP asking why I flew with an open write-up. It was news to me that the crew I swapped planes with had written it up before departing their outstation, and had also flown with the same open write-up. CP had the crew "correct" the write-up to show that it was done after they landed but before I got the aircraft. It was caught by maintenance and I told him we ought to report it to the FAA and I'd fill out a NASA form ASAP.
Result: Written up by CP and letter of warning from FSDO.
#2. Fed walking up to the airplane and FO freaks out. Says his EFB is not up-to-date and is older guy trying to make it to the airlines before his time is up. I've been there, done that, and at the time didn't care to move from the company, so I handed him mine. Ramp inspection, naturally, showed an out-of-date EFB and found that an MEL sticker had fallen off of our #2 transponder.
Result: Written up by CP, letter of warning from FSDO, and termination from company.
Dude, that hurt. I have a young family (wife and 4, 2.5, and 1 year-old), no insurance, and little income. Now considering the regionals, but I want to bring this up in the interview rather than pray it doesn't and risk them firing me once their PRIA paperwork comes back.
How do I handle this at the interview? Anyone think this is going to be a disqualifier? I have 20 years of clean flying, then two in a row within 9 months of each other!
Any advice is greatly appreciated.
ShyFlyGuy
I have been flying for 20 years professionally, averaging about 1000 hours a year. Lots of flight instructing (about 10k hours), little corporate flying (1k hours), a bit of airline 121 flying (about 500 hours PIC, 2.5k SIC) and some 135 flying (about 6k). I have a couple of type ratings and lots of crew experience in both the 121 and 135 arenas.
I am considering going back to the regionals (I feel like the smudge is an immediate disqualifier from the majors, unfortunately), and I need to know how to handle what I know will come up during the interview.
Both issues happened with the same 135 company within the past year. It is a cargo company that runs a pretty tight schedule, has dispatch, and a fantastic maintenance department.
#1. Dispatch had me swap into an aircraft to fly back to maintenance base with a few non-MEL'd issues. I met the departing crew as the aircraft was being loaded and they didn't mention anything about the issues (nosewheel tire out of limits), and the FO had performed a walk-around and didn't say anything.
About a week after the flight, I got a phone call from the CP asking why I flew with an open write-up. It was news to me that the crew I swapped planes with had written it up before departing their outstation, and had also flown with the same open write-up. CP had the crew "correct" the write-up to show that it was done after they landed but before I got the aircraft. It was caught by maintenance and I told him we ought to report it to the FAA and I'd fill out a NASA form ASAP.
Result: Written up by CP and letter of warning from FSDO.
#2. Fed walking up to the airplane and FO freaks out. Says his EFB is not up-to-date and is older guy trying to make it to the airlines before his time is up. I've been there, done that, and at the time didn't care to move from the company, so I handed him mine. Ramp inspection, naturally, showed an out-of-date EFB and found that an MEL sticker had fallen off of our #2 transponder.
Result: Written up by CP, letter of warning from FSDO, and termination from company.
Dude, that hurt. I have a young family (wife and 4, 2.5, and 1 year-old), no insurance, and little income. Now considering the regionals, but I want to bring this up in the interview rather than pray it doesn't and risk them firing me once their PRIA paperwork comes back.
How do I handle this at the interview? Anyone think this is going to be a disqualifier? I have 20 years of clean flying, then two in a row within 9 months of each other!
Any advice is greatly appreciated.
ShyFlyGuy
12-08-2016, 02:41 PM
#3
Gets Weekends Off
Joined APC: Nov 2016
Posts: 2,544
Best you can do is to hit it straight on. They will either understand and look at the full body of work or they won't. You are correct in assuming they will see it, don't be evasive. I would guess they will either ask about it or give you an opportunity to bring it up. Be straight forward about what happened, what you learned, and what you do going forward. Pilots are human, show them those were two blips on an otherwise solid career.
12-08-2016, 03:00 PM
#5
Gets Weekends Off
Joined APC: Feb 2013
Posts: 2,936
Originally Posted by shyflyguy
Hey all, I need some advice on how to handle a hiccup on my PRIA in the interview.
I have been flying for 20 years professionally, averaging about 1000 hours a year. Lots of flight instructing (about 10k hours), little corporate flying (1k hours), a bit of airline 121 flying (about 500 hours PIC, 2.5k SIC) and some 135 flying (about 6k). I have a couple of type ratings and lots of crew experience in both the 121 and 135 arenas.
I am considering going back to the regionals (I feel like the smudge is an immediate disqualifier from the majors, unfortunately), and I need to know how to handle what I know will come up during the interview.
Both issues happened with the same 135 company within the past year. It is a cargo company that runs a pretty tight schedule, has dispatch, and a fantastic maintenance department.
#1. Dispatch had me swap into an aircraft to fly back to maintenance base with a few non-MEL'd issues. I met the departing crew as the aircraft was being loaded and they didn't mention anything about the issues (nosewheel tire out of limits), and the FO had performed a walk-around and didn't say anything.
About a week after the flight, I got a phone call from the CP asking why I flew with an open write-up. It was news to me that the crew I swapped planes with had written it up before departing their outstation, and had also flown with the same open write-up. CP had the crew "correct" the write-up to show that it was done after they landed but before I got the aircraft. It was caught by maintenance and I told him we ought to report it to the FAA and I'd fill out a NASA form ASAP.
Result: Written up by CP and letter of warning from FSDO.
#2. Fed walking up to the airplane and FO freaks out. Says his EFB is not up-to-date and is older guy trying to make it to the airlines before his time is up. I've been there, done that, and at the time didn't care to move from the company, so I handed him mine. Ramp inspection, naturally, showed an out-of-date EFB and found that an MEL sticker had fallen off of our #2 transponder.
Result: Written up by CP, letter of warning from FSDO, and termination from company.
Dude, that hurt. I have a young family (wife and 4, 2.5, and 1 year-old), no insurance, and little income. Now considering the regionals, but I want to bring this up in the interview rather than pray it doesn't and risk them firing me once their PRIA paperwork comes back.
How do I handle this at the interview? Anyone think this is going to be a disqualifier? I have 20 years of clean flying, then two in a row within 9 months of each other!
Any advice is greatly appreciated.
ShyFlyGuy
I have been flying for 20 years professionally, averaging about 1000 hours a year. Lots of flight instructing (about 10k hours), little corporate flying (1k hours), a bit of airline 121 flying (about 500 hours PIC, 2.5k SIC) and some 135 flying (about 6k). I have a couple of type ratings and lots of crew experience in both the 121 and 135 arenas.
I am considering going back to the regionals (I feel like the smudge is an immediate disqualifier from the majors, unfortunately), and I need to know how to handle what I know will come up during the interview.
Both issues happened with the same 135 company within the past year. It is a cargo company that runs a pretty tight schedule, has dispatch, and a fantastic maintenance department.
#1. Dispatch had me swap into an aircraft to fly back to maintenance base with a few non-MEL'd issues. I met the departing crew as the aircraft was being loaded and they didn't mention anything about the issues (nosewheel tire out of limits), and the FO had performed a walk-around and didn't say anything.
About a week after the flight, I got a phone call from the CP asking why I flew with an open write-up. It was news to me that the crew I swapped planes with had written it up before departing their outstation, and had also flown with the same open write-up. CP had the crew "correct" the write-up to show that it was done after they landed but before I got the aircraft. It was caught by maintenance and I told him we ought to report it to the FAA and I'd fill out a NASA form ASAP.
Result: Written up by CP and letter of warning from FSDO.
#2. Fed walking up to the airplane and FO freaks out. Says his EFB is not up-to-date and is older guy trying to make it to the airlines before his time is up. I've been there, done that, and at the time didn't care to move from the company, so I handed him mine. Ramp inspection, naturally, showed an out-of-date EFB and found that an MEL sticker had fallen off of our #2 transponder.
Result: Written up by CP, letter of warning from FSDO, and termination from company.
Dude, that hurt. I have a young family (wife and 4, 2.5, and 1 year-old), no insurance, and little income. Now considering the regionals, but I want to bring this up in the interview rather than pray it doesn't and risk them firing me once their PRIA paperwork comes back.
How do I handle this at the interview? Anyone think this is going to be a disqualifier? I have 20 years of clean flying, then two in a row within 9 months of each other!
Any advice is greatly appreciated.
ShyFlyGuy
Also, why don't you request your records now so you know what you are up against before applying anywhere? It would be helpful to know what your record actually says.
For #1, I don't know about your prior company, but today companies have some things in place to alert a crew there is an open write up such as note on release and maybe a card of some kind that comes out of the maintenance can and is placed in plain view of the pilot. But of course as PIC, you are responsible for checking the airplane is airworthy meaning checking the can which I know you know with your experience etc.. My guess is an interviewer will want to know what you learned from it. Maybe you had a recommendation to make to the chief pilot to prevent future mishaps by other crews etc..
For #2, not sure I understand. You swapped EFB's so his could be updated and yours would be out of date? The problem here is this is more willful and not accidental. The best course of action might have been to have paper charts faxed over to you or a few minutes with wifi to update the EFB. Not sure I understand.
Like all things in life, time heals all wounds and I believe this to be the same at the airlines. I highly doubt it will affect you at the regionals though provided they feel you learned something, you won't repeat it, your up front about it, and they don't find anything else you did not disclose. Regionals need good experienced pilots.
Just my .02
12-08-2016, 04:36 PM
#7
Gets Weekends Off
Joined APC: Nov 2014
Posts: 142
IMO, it was a learning experience and you learn from it. I don't see it as it might disqualifies you.... I personally know of pilots with close or same situation(s) and they are at legacy carriers. The only one that will not look at you is big D,....
Best of luck
Best of luck
12-08-2016, 04:54 PM
#8
On Reserve
Joined APC: Dec 2008
Posts: 21
Originally Posted by shyflyguy
Hey all, I need some advice on how to handle a hiccup on my PRIA in the interview.
I have been flying for 20 years professionally, averaging about 1000 hours a year. Lots of flight instructing (about 10k hours), little corporate flying (1k hours), a bit of airline 121 flying (about 500 hours PIC, 2.5k SIC) and some 135 flying (about 6k). I have a couple of type ratings and lots of crew experience in both the 121 and 135 arenas.
I am considering going back to the regionals (I feel like the smudge is an immediate disqualifier from the majors, unfortunately), and I need to know how to handle what I know will come up during the interview.
Both issues happened with the same 135 company within the past year. It is a cargo company that runs a pretty tight schedule, has dispatch, and a fantastic maintenance department.
#1. Dispatch had me swap into an aircraft to fly back to maintenance base with a few non-MEL'd issues. I met the departing crew as the aircraft was being loaded and they didn't mention anything about the issues (nosewheel tire out of limits), and the FO had performed a walk-around and didn't say anything.
About a week after the flight, I got a phone call from the CP asking why I flew with an open write-up. It was news to me that the crew I swapped planes with had written it up before departing their outstation, and had also flown with the same open write-up. CP had the crew "correct" the write-up to show that it was done after they landed but before I got the aircraft. It was caught by maintenance and I told him we ought to report it to the FAA and I'd fill out a NASA form ASAP.
Result: Written up by CP and letter of warning from FSDO.
#2. Fed walking up to the airplane and FO freaks out. Says his EFB is not up-to-date and is older guy trying to make it to the airlines before his time is up. I've been there, done that, and at the time didn't care to move from the company, so I handed him mine. Ramp inspection, naturally, showed an out-of-date EFB and found that an MEL sticker had fallen off of our #2 transponder.
Result: Written up by CP, letter of warning from FSDO, and termination from company.
Dude, that hurt. I have a young family (wife and 4, 2.5, and 1 year-old), no insurance, and little income. Now considering the regionals, but I want to bring this up in the interview rather than pray it doesn't and risk them firing me once their PRIA paperwork comes back.
How do I handle this at the interview? Anyone think this is going to be a disqualifier? I have 20 years of clean flying, then two in a row within 9 months of each other!
Any advice is greatly appreciated.
ShyFlyGuy
I have been flying for 20 years professionally, averaging about 1000 hours a year. Lots of flight instructing (about 10k hours), little corporate flying (1k hours), a bit of airline 121 flying (about 500 hours PIC, 2.5k SIC) and some 135 flying (about 6k). I have a couple of type ratings and lots of crew experience in both the 121 and 135 arenas.
I am considering going back to the regionals (I feel like the smudge is an immediate disqualifier from the majors, unfortunately), and I need to know how to handle what I know will come up during the interview.
Both issues happened with the same 135 company within the past year. It is a cargo company that runs a pretty tight schedule, has dispatch, and a fantastic maintenance department.
#1. Dispatch had me swap into an aircraft to fly back to maintenance base with a few non-MEL'd issues. I met the departing crew as the aircraft was being loaded and they didn't mention anything about the issues (nosewheel tire out of limits), and the FO had performed a walk-around and didn't say anything.
About a week after the flight, I got a phone call from the CP asking why I flew with an open write-up. It was news to me that the crew I swapped planes with had written it up before departing their outstation, and had also flown with the same open write-up. CP had the crew "correct" the write-up to show that it was done after they landed but before I got the aircraft. It was caught by maintenance and I told him we ought to report it to the FAA and I'd fill out a NASA form ASAP.
Result: Written up by CP and letter of warning from FSDO.
#2. Fed walking up to the airplane and FO freaks out. Says his EFB is not up-to-date and is older guy trying to make it to the airlines before his time is up. I've been there, done that, and at the time didn't care to move from the company, so I handed him mine. Ramp inspection, naturally, showed an out-of-date EFB and found that an MEL sticker had fallen off of our #2 transponder.
Result: Written up by CP, letter of warning from FSDO, and termination from company.
Dude, that hurt. I have a young family (wife and 4, 2.5, and 1 year-old), no insurance, and little income. Now considering the regionals, but I want to bring this up in the interview rather than pray it doesn't and risk them firing me once their PRIA paperwork comes back.
How do I handle this at the interview? Anyone think this is going to be a disqualifier? I have 20 years of clean flying, then two in a row within 9 months of each other!
Any advice is greatly appreciated.
ShyFlyGuy
12-08-2016, 06:31 PM
#9
Line Holder
Joined APC: Sep 2016
Position: Augusta A119 Koala Captain
Posts: 31
Originally Posted by shyflyguy
Hey all, I need some advice on how to handle a hiccup on my PRIA in the interview.
I have been flying for 20 years professionally, averaging about 1000 hours a year. Lots of flight instructing (about 10k hours), little corporate flying (1k hours), a bit of airline 121 flying (about 500 hours PIC, 2.5k SIC) and some 135 flying (about 6k). I have a couple of type ratings and lots of crew experience in both the 121 and 135 arenas.
I am considering going back to the regionals (I feel like the smudge is an immediate disqualifier from the majors, unfortunately), and I need to know how to handle what I know will come up during the interview.
Both issues happened with the same 135 company within the past year. It is a cargo company that runs a pretty tight schedule, has dispatch, and a fantastic maintenance department.
#1. Dispatch had me swap into an aircraft to fly back to maintenance base with a few non-MEL'd issues. I met the departing crew as the aircraft was being loaded and they didn't mention anything about the issues (nosewheel tire out of limits), and the FO had performed a walk-around and didn't say anything.
About a week after the flight, I got a phone call from the CP asking why I flew with an open write-up. It was news to me that the crew I swapped planes with had written it up before departing their outstation, and had also flown with the same open write-up. CP had the crew "correct" the write-up to show that it was done after they landed but before I got the aircraft. It was caught by maintenance and I told him we ought to report it to the FAA and I'd fill out a NASA form ASAP.
Result: Written up by CP and letter of warning from FSDO.
#2. Fed walking up to the airplane and FO freaks out. Says his EFB is not up-to-date and is older guy trying to make it to the airlines before his time is up. I've been there, done that, and at the time didn't care to move from the company, so I handed him mine. Ramp inspection, naturally, showed an out-of-date EFB and found that an MEL sticker had fallen off of our #2 transponder.
Result: Written up by CP, letter of warning from FSDO, and termination from company.
Dude, that hurt. I have a young family (wife and 4, 2.5, and 1 year-old), no insurance, and little income. Now considering the regionals, but I want to bring this up in the interview rather than pray it doesn't and risk them firing me once their PRIA paperwork comes back.
How do I handle this at the interview? Anyone think this is going to be a disqualifier? I have 20 years of clean flying, then two in a row within 9 months of each other!
Any advice is greatly appreciated.
ShyFlyGuy
I have been flying for 20 years professionally, averaging about 1000 hours a year. Lots of flight instructing (about 10k hours), little corporate flying (1k hours), a bit of airline 121 flying (about 500 hours PIC, 2.5k SIC) and some 135 flying (about 6k). I have a couple of type ratings and lots of crew experience in both the 121 and 135 arenas.
I am considering going back to the regionals (I feel like the smudge is an immediate disqualifier from the majors, unfortunately), and I need to know how to handle what I know will come up during the interview.
Both issues happened with the same 135 company within the past year. It is a cargo company that runs a pretty tight schedule, has dispatch, and a fantastic maintenance department.
#1. Dispatch had me swap into an aircraft to fly back to maintenance base with a few non-MEL'd issues. I met the departing crew as the aircraft was being loaded and they didn't mention anything about the issues (nosewheel tire out of limits), and the FO had performed a walk-around and didn't say anything.
About a week after the flight, I got a phone call from the CP asking why I flew with an open write-up. It was news to me that the crew I swapped planes with had written it up before departing their outstation, and had also flown with the same open write-up. CP had the crew "correct" the write-up to show that it was done after they landed but before I got the aircraft. It was caught by maintenance and I told him we ought to report it to the FAA and I'd fill out a NASA form ASAP.
Result: Written up by CP and letter of warning from FSDO.
#2. Fed walking up to the airplane and FO freaks out. Says his EFB is not up-to-date and is older guy trying to make it to the airlines before his time is up. I've been there, done that, and at the time didn't care to move from the company, so I handed him mine. Ramp inspection, naturally, showed an out-of-date EFB and found that an MEL sticker had fallen off of our #2 transponder.
Result: Written up by CP, letter of warning from FSDO, and termination from company.
Dude, that hurt. I have a young family (wife and 4, 2.5, and 1 year-old), no insurance, and little income. Now considering the regionals, but I want to bring this up in the interview rather than pray it doesn't and risk them firing me once their PRIA paperwork comes back.
How do I handle this at the interview? Anyone think this is going to be a disqualifier? I have 20 years of clean flying, then two in a row within 9 months of each other!
Any advice is greatly appreciated.
ShyFlyGuy
PM me.
I own a helicopter 135, I deal with PRIA a lot
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12-08-2016, 06:51 PM
#10
Gets Weekends Off
Joined APC: Mar 2008
Position: A-320
Posts: 1,122
If this happened at a part 121 carrier, you'd fill out an ASAP report and that would probably be the end of it, MAYBE a letter or additional training on maintenance procedures. Be open and honest about it and talk about what you learned from this and I don't think you'll have a problem at all getting on at a regional. Get on with a regional with a flow thru program, then you're really set.
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