PDT Newhire
12-04-2014, 03:39 PM
#11
Gets Weekends Off
Thread Starter
Joined APC: Nov 2014
Position: DHC8
Posts: 151
Not really concerned about the training, have plenty of time to prepare. (Just asking to see if the naysayers are qualified or just repeating urban legends)
How are the base assignments working? Hoping to get EWN/CHO/ROA, in that order.
Sucky routes, schedules.. example? I see almost 7hr days & 16 duty hour schedules on flightAware, that is not so bad. Any chance to pick-up extra flying?
The jets are not expected on property for another year. What is the expectation of that flying getting assigned? Lifers will probably choose to keep their Dash8 bases/lines, less senior captains might want to move to a hub, but that takes them out of 'flow' eligibility.. Looks to me that JetFOs will be mid-newer hires, not the guys ready to upgrade anyway.
Any thoughts?
How are the base assignments working? Hoping to get EWN/CHO/ROA, in that order.
Sucky routes, schedules.. example? I see almost 7hr days & 16 duty hour schedules on flightAware, that is not so bad. Any chance to pick-up extra flying?
The jets are not expected on property for another year. What is the expectation of that flying getting assigned? Lifers will probably choose to keep their Dash8 bases/lines, less senior captains might want to move to a hub, but that takes them out of 'flow' eligibility.. Looks to me that JetFOs will be mid-newer hires, not the guys ready to upgrade anyway.
Any thoughts?
12-04-2014, 04:25 PM
#12
Happy at PDT
Joined APC: Jan 2014
Position: EMB-145 CA
Posts: 983
As far as training goes, study hard and be humble and you will have minimal issues. I have been here over 2 years and I still study all the time on overnights, etc... If you can fly instruments on a 6 pack setup, no moving map, etc.. you will be in good shape. There is a lot of legend out there, believe about 10% of it. I know they have given multiple extra sims to the tune of 80+ hours to get people through.
It wont take long to get the base of your choice, most likely by the end of soe.
Schedules can be a little rough, in terms of day off alignment, especially for a commuter. I commute 1500 miles and I'm home about 9-10 days per month. The travel benefits are good, I've rarely used the commuter clause, and wifey actually meets me on a few overnights per month... Average is 4-5 legs per day, up to a max of 6. 4-6 hours of flight time, with a duty time of 8-12 hours. Sometimes you only fly 2 legs in a day, it can vary a lot.
When the jets come, it will probably be a toss up. Some semi-senior captains may move to the jet for the increased pay. FOs that move to the jet or train initially will be seat locked 2 years unless we are upgrading faster. You have to be in position for 12 months to flow, so if you upgrade you have to wait 12 more months even if your number can flow...that may lead to some bypassing.
Hope that helps some, feel free to PM with any questions. Overall I think PDT has been a very good choice for me personally and the future looks decent for us.
Welcome!
It wont take long to get the base of your choice, most likely by the end of soe.
Schedules can be a little rough, in terms of day off alignment, especially for a commuter. I commute 1500 miles and I'm home about 9-10 days per month. The travel benefits are good, I've rarely used the commuter clause, and wifey actually meets me on a few overnights per month... Average is 4-5 legs per day, up to a max of 6. 4-6 hours of flight time, with a duty time of 8-12 hours. Sometimes you only fly 2 legs in a day, it can vary a lot.
When the jets come, it will probably be a toss up. Some semi-senior captains may move to the jet for the increased pay. FOs that move to the jet or train initially will be seat locked 2 years unless we are upgrading faster. You have to be in position for 12 months to flow, so if you upgrade you have to wait 12 more months even if your number can flow...that may lead to some bypassing.
Hope that helps some, feel free to PM with any questions. Overall I think PDT has been a very good choice for me personally and the future looks decent for us.
Welcome!
12-20-2014, 01:23 PM
#14
Gets Weekends Off
Joined APC: Sep 2013
Posts: 2,450
Originally Posted by dr650
Just curious what PDT controllable completion percentage is and on time percentage if anyone knows it. With the older dash 8's is mx pretty good at pdt?
Having said that it's really been past time for new equipment.
12-21-2014, 06:16 PM
#16
Gets Weekends Off
Joined APC: Sep 2013
Posts: 2,450
Originally Posted by HydraulicPump
The Feds are tired about hearing of Piedmont's " train wreck" training dept.
Just Maybe the feds and the rest of APC are tired of kicking dicks out of your mouth. You really should get off your knees and find a new professional. Trolling doesn't suit you well.
12-22-2014, 05:27 AM
#17
Gets Weekends Off
Joined APC: Jun 2014
Posts: 200
New hires be aware of Piedmont. Don't make your decision based on future "promises". They aren't getting new planes but a few of Envoy's old E-145's. Until then you'll be flying the dash which is known for it's though program and high failure rate through Piedmont. Not trying to scare anyone or tell them what decision to make. The final decision is yours. However I do encourage any new hire to read this post below from a previous Piedmont pilot sharing his experience at the company:
*Stay Away From Piedmont!!
For all who have thought, are currently thinking, or might be thinking about employment with Piedmont Airlines, you may want to TRULY consider the ramifications of your decision. I have been employed with this company for a fair amount of time now (long enough to formulate a solid evaluation) and I can honestly say that I have never, in all prior jobs, encountered such disrespect, disorder, and ill-regard for its employees as I have with this company. From my initial training experience to daily encounters with those in the scheduling department, very little gratitude and/or general regard is given to its employees.*
Piedmont, like many, is currently experiencing a pilot shortage. Despite the efforts of those who voluntarily choose to work on days off, thereby giving some aid to the company's daily struggle to cover trips, very little regard is given as thanks to those who do. To be pushed up to FAA limits on a daily basis is not unheard of. To have your block times ILLEGALLY adjusted under your nose to accommodate their needs is also not unheard of (and quite common here). In this case, my advice to you is to know the regulations, because I can promise your knowledge will unknowingly be tested.*
The training experience here is undoubtedly a legend (ask just about any FO who has endured the process) in the skies these days. Personally speaking (and to put it nicely), the simulator course was a disaster. Expect to learn multiple techniques from multiple instructors. Then expect to be told by the check airman on the day of your ride that those same techniques you had learned from day 1 are incorrect. Expect the instructors to care about their paychecks and very little more. Expect the unexpected! NOBODY, be it the instructors, examiners, or the POH itself, reflects a standard by-the-book procedure. I, along with many others in my class, have a training background from which I feel confident in my abilities. For the first time in my life, I doubted those same abilities and career choice from the moment I set foot inCharlotte. Oh and upon arrival, don't expect any kind of formal welcome, introduction, or greeting from the higher-ups in the training department (remember, they are above you).Piedmont's poor excuse for a training director, Jay Keen, sees you merely as another worker in the production line and nothing more. Simply put, he is a miserable man living a miserable life, and his outlook on life is contagious for most within the confines of the training department. It is an attitude that is reciprocated among many of his colleagues there. Perhaps a review of a little book entitled*The Southwest Airlines Way*may do some good? Don't count on it.*
As for the future of the company.....ha! If there are any other options out there for you, I recommend a hard look into whatever that may be. Very little distinction is made between reserve and line holders, as your schedule will continuously change. Scheduled 4-hour days will continue to be pushed to the 14-hour limit. Attrition is perhaps higher than it has ever been here, despite management's "ingenious" attempt to spend tens of thousands of dollars to repaint airplanes that the manufacturer has strongly advised they quickly replace. These are the same airplanes, by the way, that continue to find permanent parking places due to the state of a dying, understaffed airline. "Speed tape," as they call it here, is a fancy term for duct tape and is a quick and common fix to damaged items onboard the pre-historic aged aircraft. It is difficult taking pride in and showing your face to all of those in the back, knowing you represent the MEL'd passenger seat missing the arm cover, the sweltering 90+ degree cabin temps on hot summer days due to the aircraft's poor circulation system, the flight attendant who places her arm on the cabin sidewall to ease the noisy vibrations on takeoff, the rolling squeals in the cockpit due to pressurization leaks, or that magical silver speed tape that is plastered all over your passenger window and overhead (the list goes on). To say I am embarrassed is an understatement. I, personally, plan on making my great escape as soon as I can.*
My intent in writing this is not in scaring those that are looking into a measly career at*Piedmont, but to give you an idea into the daily life you will be living. There are many low-time carriers out there right now that would not only appreciate you as an advocate of their company, but show you the respect you deserve as a HUMAN BEING. About the only positive I can take away from my experience here is the people I have flown with. While many have been enjoyable and have shed light on a struggle we face on a daily basis, I am undoubtedly convinced you can find the total package (if the term exists in this industry) elsewhere.*
Happy hunting!
*Stay Away From Piedmont!!
For all who have thought, are currently thinking, or might be thinking about employment with Piedmont Airlines, you may want to TRULY consider the ramifications of your decision. I have been employed with this company for a fair amount of time now (long enough to formulate a solid evaluation) and I can honestly say that I have never, in all prior jobs, encountered such disrespect, disorder, and ill-regard for its employees as I have with this company. From my initial training experience to daily encounters with those in the scheduling department, very little gratitude and/or general regard is given to its employees.*
Piedmont, like many, is currently experiencing a pilot shortage. Despite the efforts of those who voluntarily choose to work on days off, thereby giving some aid to the company's daily struggle to cover trips, very little regard is given as thanks to those who do. To be pushed up to FAA limits on a daily basis is not unheard of. To have your block times ILLEGALLY adjusted under your nose to accommodate their needs is also not unheard of (and quite common here). In this case, my advice to you is to know the regulations, because I can promise your knowledge will unknowingly be tested.*
The training experience here is undoubtedly a legend (ask just about any FO who has endured the process) in the skies these days. Personally speaking (and to put it nicely), the simulator course was a disaster. Expect to learn multiple techniques from multiple instructors. Then expect to be told by the check airman on the day of your ride that those same techniques you had learned from day 1 are incorrect. Expect the instructors to care about their paychecks and very little more. Expect the unexpected! NOBODY, be it the instructors, examiners, or the POH itself, reflects a standard by-the-book procedure. I, along with many others in my class, have a training background from which I feel confident in my abilities. For the first time in my life, I doubted those same abilities and career choice from the moment I set foot inCharlotte. Oh and upon arrival, don't expect any kind of formal welcome, introduction, or greeting from the higher-ups in the training department (remember, they are above you).Piedmont's poor excuse for a training director, Jay Keen, sees you merely as another worker in the production line and nothing more. Simply put, he is a miserable man living a miserable life, and his outlook on life is contagious for most within the confines of the training department. It is an attitude that is reciprocated among many of his colleagues there. Perhaps a review of a little book entitled*The Southwest Airlines Way*may do some good? Don't count on it.*
As for the future of the company.....ha! If there are any other options out there for you, I recommend a hard look into whatever that may be. Very little distinction is made between reserve and line holders, as your schedule will continuously change. Scheduled 4-hour days will continue to be pushed to the 14-hour limit. Attrition is perhaps higher than it has ever been here, despite management's "ingenious" attempt to spend tens of thousands of dollars to repaint airplanes that the manufacturer has strongly advised they quickly replace. These are the same airplanes, by the way, that continue to find permanent parking places due to the state of a dying, understaffed airline. "Speed tape," as they call it here, is a fancy term for duct tape and is a quick and common fix to damaged items onboard the pre-historic aged aircraft. It is difficult taking pride in and showing your face to all of those in the back, knowing you represent the MEL'd passenger seat missing the arm cover, the sweltering 90+ degree cabin temps on hot summer days due to the aircraft's poor circulation system, the flight attendant who places her arm on the cabin sidewall to ease the noisy vibrations on takeoff, the rolling squeals in the cockpit due to pressurization leaks, or that magical silver speed tape that is plastered all over your passenger window and overhead (the list goes on). To say I am embarrassed is an understatement. I, personally, plan on making my great escape as soon as I can.*
My intent in writing this is not in scaring those that are looking into a measly career at*Piedmont, but to give you an idea into the daily life you will be living. There are many low-time carriers out there right now that would not only appreciate you as an advocate of their company, but show you the respect you deserve as a HUMAN BEING. About the only positive I can take away from my experience here is the people I have flown with. While many have been enjoyable and have shed light on a struggle we face on a daily basis, I am undoubtedly convinced you can find the total package (if the term exists in this industry) elsewhere.*
Happy hunting!
12-22-2014, 07:20 AM
#18
Line Holder
Joined APC: Dec 2014
Posts: 26
Originally Posted by diva
New hires be aware of Piedmont. Don't make your decision based on future "promises". They aren't getting new planes but a few of Envoy's old E-145's. Until then you'll be flying the dash which is known for it's though program and high failure rate through Piedmont. Not trying to scare anyone or tell them what decision to make. The final decision is yours. However I do encourage any new hire to read this post below from a previous Piedmont pilot sharing his experience at the company:
*Stay Away From Piedmont!!
For all who have thought, are currently thinking, or might be thinking about employment with Piedmont Airlines, you may want to TRULY consider the ramifications of your decision. I have been employed with this company for a fair amount of time now (long enough to formulate a solid evaluation) and I can honestly say that I have never, in all prior jobs, encountered such disrespect, disorder, and ill-regard for its employees as I have with this company. From my initial training experience to daily encounters with those in the scheduling department, very little gratitude and/or general regard is given to its employees.*
Piedmont, like many, is currently experiencing a pilot shortage. Despite the efforts of those who voluntarily choose to work on days off, thereby giving some aid to the company's daily struggle to cover trips, very little regard is given as thanks to those who do. To be pushed up to FAA limits on a daily basis is not unheard of. To have your block times ILLEGALLY adjusted under your nose to accommodate their needs is also not unheard of (and quite common here). In this case, my advice to you is to know the regulations, because I can promise your knowledge will unknowingly be tested.*
The training experience here is undoubtedly a legend (ask just about any FO who has endured the process) in the skies these days. Personally speaking (and to put it nicely), the simulator course was a disaster. Expect to learn multiple techniques from multiple instructors. Then expect to be told by the check airman on the day of your ride that those same techniques you had learned from day 1 are incorrect. Expect the instructors to care about their paychecks and very little more. Expect the unexpected! NOBODY, be it the instructors, examiners, or the POH itself, reflects a standard by-the-book procedure. I, along with many others in my class, have a training background from which I feel confident in my abilities. For the first time in my life, I doubted those same abilities and career choice from the moment I set foot inCharlotte. Oh and upon arrival, don't expect any kind of formal welcome, introduction, or greeting from the higher-ups in the training department (remember, they are above you).Piedmont's poor excuse for a training director, Jay Keen, sees you merely as another worker in the production line and nothing more. Simply put, he is a miserable man living a miserable life, and his outlook on life is contagious for most within the confines of the training department. It is an attitude that is reciprocated among many of his colleagues there. Perhaps a review of a little book entitled*The Southwest Airlines Way*may do some good? Don't count on it.*
As for the future of the company.....ha! If there are any other options out there for you, I recommend a hard look into whatever that may be. Very little distinction is made between reserve and line holders, as your schedule will continuously change. Scheduled 4-hour days will continue to be pushed to the 14-hour limit. Attrition is perhaps higher than it has ever been here, despite management's "ingenious" attempt to spend tens of thousands of dollars to repaint airplanes that the manufacturer has strongly advised they quickly replace. These are the same airplanes, by the way, that continue to find permanent parking places due to the state of a dying, understaffed airline. "Speed tape," as they call it here, is a fancy term for duct tape and is a quick and common fix to damaged items onboard the pre-historic aged aircraft. It is difficult taking pride in and showing your face to all of those in the back, knowing you represent the MEL'd passenger seat missing the arm cover, the sweltering 90+ degree cabin temps on hot summer days due to the aircraft's poor circulation system, the flight attendant who places her arm on the cabin sidewall to ease the noisy vibrations on takeoff, the rolling squeals in the cockpit due to pressurization leaks, or that magical silver speed tape that is plastered all over your passenger window and overhead (the list goes on). To say I am embarrassed is an understatement. I, personally, plan on making my great escape as soon as I can.*
My intent in writing this is not in scaring those that are looking into a measly career at*Piedmont, but to give you an idea into the daily life you will be living. There are many low-time carriers out there right now that would not only appreciate you as an advocate of their company, but show you the respect you deserve as a HUMAN BEING. About the only positive I can take away from my experience here is the people I have flown with. While many have been enjoyable and have shed light on a struggle we face on a daily basis, I am undoubtedly convinced you can find the total package (if the term exists in this industry) elsewhere.*
Happy hunting!
*Stay Away From Piedmont!!
For all who have thought, are currently thinking, or might be thinking about employment with Piedmont Airlines, you may want to TRULY consider the ramifications of your decision. I have been employed with this company for a fair amount of time now (long enough to formulate a solid evaluation) and I can honestly say that I have never, in all prior jobs, encountered such disrespect, disorder, and ill-regard for its employees as I have with this company. From my initial training experience to daily encounters with those in the scheduling department, very little gratitude and/or general regard is given to its employees.*
Piedmont, like many, is currently experiencing a pilot shortage. Despite the efforts of those who voluntarily choose to work on days off, thereby giving some aid to the company's daily struggle to cover trips, very little regard is given as thanks to those who do. To be pushed up to FAA limits on a daily basis is not unheard of. To have your block times ILLEGALLY adjusted under your nose to accommodate their needs is also not unheard of (and quite common here). In this case, my advice to you is to know the regulations, because I can promise your knowledge will unknowingly be tested.*
The training experience here is undoubtedly a legend (ask just about any FO who has endured the process) in the skies these days. Personally speaking (and to put it nicely), the simulator course was a disaster. Expect to learn multiple techniques from multiple instructors. Then expect to be told by the check airman on the day of your ride that those same techniques you had learned from day 1 are incorrect. Expect the instructors to care about their paychecks and very little more. Expect the unexpected! NOBODY, be it the instructors, examiners, or the POH itself, reflects a standard by-the-book procedure. I, along with many others in my class, have a training background from which I feel confident in my abilities. For the first time in my life, I doubted those same abilities and career choice from the moment I set foot inCharlotte. Oh and upon arrival, don't expect any kind of formal welcome, introduction, or greeting from the higher-ups in the training department (remember, they are above you).Piedmont's poor excuse for a training director, Jay Keen, sees you merely as another worker in the production line and nothing more. Simply put, he is a miserable man living a miserable life, and his outlook on life is contagious for most within the confines of the training department. It is an attitude that is reciprocated among many of his colleagues there. Perhaps a review of a little book entitled*The Southwest Airlines Way*may do some good? Don't count on it.*
As for the future of the company.....ha! If there are any other options out there for you, I recommend a hard look into whatever that may be. Very little distinction is made between reserve and line holders, as your schedule will continuously change. Scheduled 4-hour days will continue to be pushed to the 14-hour limit. Attrition is perhaps higher than it has ever been here, despite management's "ingenious" attempt to spend tens of thousands of dollars to repaint airplanes that the manufacturer has strongly advised they quickly replace. These are the same airplanes, by the way, that continue to find permanent parking places due to the state of a dying, understaffed airline. "Speed tape," as they call it here, is a fancy term for duct tape and is a quick and common fix to damaged items onboard the pre-historic aged aircraft. It is difficult taking pride in and showing your face to all of those in the back, knowing you represent the MEL'd passenger seat missing the arm cover, the sweltering 90+ degree cabin temps on hot summer days due to the aircraft's poor circulation system, the flight attendant who places her arm on the cabin sidewall to ease the noisy vibrations on takeoff, the rolling squeals in the cockpit due to pressurization leaks, or that magical silver speed tape that is plastered all over your passenger window and overhead (the list goes on). To say I am embarrassed is an understatement. I, personally, plan on making my great escape as soon as I can.*
My intent in writing this is not in scaring those that are looking into a measly career at*Piedmont, but to give you an idea into the daily life you will be living. There are many low-time carriers out there right now that would not only appreciate you as an advocate of their company, but show you the respect you deserve as a HUMAN BEING. About the only positive I can take away from my experience here is the people I have flown with. While many have been enjoyable and have shed light on a struggle we face on a daily basis, I am undoubtedly convinced you can find the total package (if the term exists in this industry) elsewhere.*
Happy hunting!
Beware: Stay away from Piedmont, you will not regret it!
12-22-2014, 08:59 AM
#19
Happy at PDT
Joined APC: Jan 2014
Position: EMB-145 CA
Posts: 983
Originally Posted by HydraulicPump
Diva you are absolutely correct in your assessment of Piedmont. After one week in sim training and having an offer from another regional, I gladly and expeditiously resigned. I went from a totally disastrous, undisciplined, and unprofessional training dept. to one that is the exact opposite. Everyone considering Piedmont needs to read your assessment, you correctly described my short experience with Piedmont.
Beware: Stay away from Piedmont, you will not regret it!
Beware: Stay away from Piedmont, you will not regret it!
As far as that other way too long post, hey, if you don't like flying a bird with a couple MELs, don't fly for the airlines. I just flew 914 recently, and she is still graceful after over 79,000 cycles. Enjoy your shiny jets lol.
12-22-2014, 10:03 AM
#20
Line Holder
Joined APC: Dec 2014
Posts: 26
Originally Posted by Lvlng4Spd
You really are a piece of work. Sounds like the only disasterous, undisciplined and unprofessional part of your PDT experience was YOU. Good luck KID you're gonna go far As far as that other way too long post, hey, if you don't like flying a bird with a couple MELs, don't fly for the airlines. I just flew 914 recently, and she is still graceful after over 79,000 cycles. Enjoy your shiny jets lol.
As far as that other way too long post, hey, if you don't like flying a bird with a couple MELs, don't fly for the airlines. I just flew 914 recently, and she is still graceful after over 79,000 cycles. Enjoy your shiny jets lol.
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