MAXjetPilot767

The D.0. was a former CRJ, B737, and A320 Cpt at Midway Airlines as well as a LCA and APD. He is an extremely competent and capable individual as well as a very decent person.

Point of view is a very interesting thing, so I guess it depends on where you are standing. He is the DO of one of the eight US companies currently providing scheduled Trans Atlantic service from the US. One of maybe two who maneuvered an airline from certification to startup as scheduled Flag carrier. The fact that MAXjet made it through the process, being the first airline certification to navigate version 1.x of the CSET process(twice as cumbersome as 1.0 that jetBlue certified under), sucessfully completed the manual process, played a key role in setting up the companies operating procedures, coordinate and managed the companies emergency evacuation and ditching demonstrations, and oversaw the proving runs all in 18 months which was 6 months quicker that jetBlue and with a fraction of the resourses would speak a lot to capability and competence in my mind.

As far as previous airplane qualifications, I think most pilots understand an airplane is an airplane is an airplane. Anyone flying or who has flown international would realize that Class II/ETOPS flying is fairly easy, and the normal OE process is sufficient for someone to transition. An emergency is still an emergency and still requires calm, judgement, CRM, situational awareness and an adherence to aircraft specific procedures which is the same Internationally or Domestically and the few procedural differences with diversions can be covered in a few hour discussion. In fact the 767 was designed by Boeing to be operated by third world countries who aren't as pilot rich as we are here in the US. Some how those airlines make it from the US to their home country every day but I would suspect were they flying a DC9 or an RJ six legs a day to a 200 & 1/2 approach they might not have the same outcome. MAXjet has a good mix of pilots including retired pilots from several legacies, to pilots who were churned up by ATA, US Airways, American, Northwest, Midway, TWA, Polar and Independence and a handful of others.

MAXjet has a very experienced pilot core but one thing in common among all is a positive attitude and teamwork. I am sure MAXjet wants MAXjet pilots, not xxxx pilots or yyyy pilots or zzzz pilots.

Being good or qualified or having the right attitude is not guaranteed by pedigree. In fact one legacy almost had their NAT/MNPS op spec pulled because they piloted an L1011 off their track and had a near miss with another airline. The LCA at the airline had to go through the international school at a much smaller airline who at the time had a fleet of only 6 767's. Somehow this mostly regional airline was recognized as having one of the best International school programs despite its background operating YS11s, F28s, 737s and 727s.

MAXjet in all hopes will be around along time so it only makes sense to hire a diverse group from a wide variety of backgrounds and disciplines who all share a love of flying, flexibility and sense of hard work, patience, a desire to have fun and enjoy their co-worker and the dedication to see the company realize it potential. This kind of comradery along with execution of the companies business plan will map MAXjet's future and it's doubtful any one group or airline had cornered the market on it.