roscoe329

I'm a 121 guy for all of my working airline career. An opportunity has presented itself to interview with a charter company near me. Wanted to know if anyone has any insight on how the interview process works at a charter company. More of a Q&A session or just here are our facilities and will I get along with you.

FlyJSH

Depends on the company. I have had interviews that were no aviation questions and all "first date" questions, and I have had some that grilled my logbooks, regs, wx, mx, etc. It all depends on the company.

eman

135's I've worked for had a mix of some scenarios using the regs, general knowledge stuff, and the big thing was always asking questions to make sure you're not one to whine and complain about doing your own flight planning, cleaning the cabin, loading bags, paperwork, weight/balance, stocking the plane, finding solutions to mx issues to complete a flight but without operating unsafely or violating a reg; and all other jobs they say airline pilots are accustomed to having done for them. No offense to any 121 guys..I don't know if there's any truth to them being "spoiled" as the interviewer put it; but that's been my 135 interview experience.


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Cubdriver

In 121 there's more manpower all around and consequently less flexibility to bend rules and change roles, plus a tighter awareness and compliance with regulations which are also spelled out far more precisely in the OpSpec than in 135 ops. In addition, since things are so specifically spelled out, FAA monitoring is tighter in 121. You're sort of a perfect cog in a well oiled system. 135 by contrast, has far more flexibility in how to do things, less people to do them, less regulatory oversight by the FAA, and much more risk assigned to any one person. In trade, in 135 you are somewhat less confined to rules (vague OpSpecs are the norm), and you have a lot more latitude to decide your own style of doing things as well as a matching amount of responsibility for what happens due to your style. I see it as being the face of the company, and since 135 firms are a lot smaller there is a small-town effect as well, ie. big fish in a small bowl.

Holdnorth

Cubdriver hit the nail on the head. Roscoe I have flown 135 for 11years and 121 for 7. Most of my 135 interviews were, "oh you know how to fly this plane?" Okay Ill need a copy of your medical, license, DL and you will need to go pee in a bottle. Nothing like a 121 interview. If you have a pulse, you're hired.
As for airline guys being "spoiled?" that is true. I left the 135 world for a 121 and now that I am back in 135, because Im furloughed, I do miss the 121. I so did not miss the ASAPs and dealing with broken airplanes and the owner begging you to nurse it through the trip just to make a buck. Low standards and twice the headache. Just my .02 Cents

Hawker Driver

Hi CD. Well put. The only part I didn't understand was vague OpsSoecs being the norm......

You have a list of authorizations & longer list if things you cannot do. Pretty cut & dried. Where is the vagueness?

Forever learning here!

Thanks!

HD

roscoe329

Guess I will prepare for the worst and hope for the best. The plane they are interviewing me for is the one I am currently flying also. So flying shouldn't be the issue. You mean there will be no dispatchers giving me the wrong amount of fuel anymore. Thanks for the insight. Does anyone suggest interview prep through any of the numerous companies out there?

Holdnorth

Roscoe unless you have already paid for it, no. Not for a 135 outfit. Get used to doing "everything" yourself. I mean everything. Very few 135 companies have licensed dispatchers. Its usually some chic that just "schedules" stuff and has no clue about true dispatching, fuel burns, flight planning, wx or performance. They are good for making hotel reservations, car rental, catering and stuff like that. That is if you get a good one that can handle it. Most of the time they cant.
I think you will be fine as far as interview goes. Like I said before, biggest adjustment is getting used to doing things yourself. I have been in both 135, 121 and now back in 135 for the time being (until Aug 11th, got picked up by Atlas)
Its a bit more work doing 135 but more rewarding when it goes without a hitch. Most of the time I am glad I have my hands on it because I know its done right and the way I want it. No one standing over my shoulder 24/7 too.

Hawker Driver

Hi,

Save your $. Interview prep isn't necessary at all......

If anything, the biggest concern 135 managers have with 121 fellas is longevity.

Best wishes!

HD

Cubdriver

Same here, at this point I have seen or used 2 airline general operating manuals and around a half dozen 135 specs. The sheer weight of the airline specs is always considerable, they are heavier than medium city phone books. The typical size of a 135 spec is maybe half of that size at most, and clearly does not get revised very often. Just my experience as described. The airline gives detailed cockpit flows, callouts, flight profiles, checklists, winter weather procedures, how-to-do-it descriptions for doing the (many) forms, and tons of other details the 135 companies simply leave up to the pilots or give by word of mouth transfer in the field. I do not think there is much disagreement about the disparity or differences between the two regimes. And you have to realize that most 135 companies simply cannot afford to have large well-revised operational manuals and there is nobody checking on them most of the time, less CVRs and FDRs in use, etc.