Yes, would be interested in knowing how the training is there as well.

 

Who's getting a woodie? I think the CPP will function as a throttling program that has the ability to "flow" people up.

What I was saying is there are a lot of variables still to be determined about awac's future. Anyone making the decision to come here right now is taking a larger gamble than going to another regional right now. It's all a gamble, but looks as though the house is taking a larger rake at awac casino right now.

 

I moved onto another airline but I was part of the training department as late as last November and I don't know of any active instructors that post on here...or at least their aliases. My info is based on past experiences.

You will get solid instruction and help if you need it. AWA (Used to be AWAC) has a reputation for being "tough" but its more like they are more detailed than other airlines...that has changed over the last year. It hasn't gotten "easier" just refocused on what are the basics of what a new hire needs to learn to become qualified as a first officer. Also there is a bigger focus on operational application of your knowledge which we all think aids in learning the policies and systems faster.

The footprint is most like all the other airlines. They are not AQP for their initial training so you will have more of a traditional checkride on one day instead of an MV/LOE.

Two weeks indoc/two weeks systems (All in ATW) with written tests in each class you must pass but if you fail they will help you...just don't get too many chances.

At sim (in CLT or CVG) its the same...show a strong positive attitude and you will pass. Have a hiccup or two and they will give you extra sessions. Blame everyone for your failures and don't expect to stick around long.

The airline also has the EFB, which you will get issued in the first few days of class. The entire company is staffed with great people...the Chief Pilot came up through the training department and is as good and as accessible as they come...enjoy your time there.

 

An interview is an interview. It's up to you to **** it up.

 

My understanding is you must first be accepted into the CPP which then provides you with an interview. What I think he meant by that is the accepted rates for the program are very low and therefore the program is a joke, not the fact that all they do is give you an interview. If they gave everyone an interview then yes, it is yours to screw up, but the means in which they accept you or come to the conclusion that you will not be accepted onto the program may be a joke. Arbitrary conclusions similar to those made in the LCA program. Do you wear your hat, does ANYONE have a personal problem with you, attendance records......

 

Each individual CPP which United has is different and we'll have to wait and see what ours specifically entails.

I've talked to pilots who have failed and succeeded using the CPP program and from what I understand is, if you keep your nose clean at the company and you meet the requirements put forth by United then really the only obstacles are the Hogan and interview.

That's where I've heard people are having the biggest issues. Though the Hogan is the same whether you get hired off the street or through the CPP program. As far as the interview goes I've heard some people saying interview is no different, and some saying they intentionally make it more difficult.

Either way, if you're interested in joining United and you are not former military, a LCA or go to meet-and-greets with a type rating, then I have to assume that the CPP is the best chance for you to get an opportunity. Worse case scenario if the program is not to your liking, you get the time required to go to the LCCs, get a type and go from there.

 

Both (XJT and C5) of the airline CPP programs with UA are the same. Everyone is automatically in the CPP unless you don't want to be. Everyone gets a chance to take the Hogan test. If you pass the Hogan, then you will go to Den to do an interview. If you don't pass the Hogan or the interview, you get one more chance after one year has passed. If you don't pass either the Hogan or the interview the second time, then you are out of the CPP program.

If you pass both the Hogan and interview, you will have to have a clean background (sick calls, etc.) and build enough hours at your company to be eligible for a class date at UA.

The original group of pilots that interviewed in the program had issues with UA recruiters pulling airline apps that were not up to date and they claimed that pilots lied on their applications and they were escorted out the door because of the old apps that UA was using. That has now been taken care of and they are pulling the corrected / up to date apps right before the interview.

The only part of the CPP program that seem to be different are the % of pilots from each airline that they are putting in the new hire class. I am also not sure how the CPP program works with the Lufthansa instructors. They are the only other group that has this CPP besides the regionals mentioned above.

 

Anybody have recent interview with Air Wisconsin? If so please PM. Thanks in advance

 

Where are the 30% acceptance rate for the CPP for commutair and the 50% rate for express jet. If everyone is "in" but only 30/50% are getting the nod that isn't that great, better than off the street crap shoot to get a interview but not as great as their selling it.

 

Yeah but it's real great to the CFI who thinks he's gonna swing gear at Wisconsin for six months and then jump on the 757 in SFO for UAL