Let's just say that since you are only a CRJ-200 F/O, you are at an extreme disadvantage from the get go. You have no experience with leading edge devices or flying jets with engines underneath the wings, with the requisite pitch changes with power. Plus it's a 747, a HUGE step up in complexity and size from a CRJ and you will have to know not only the jet at a Captain's knowledge level, but you will be grilled on international and oceanic crossing regs and procedures. Good luck, you'll need it coming from a commuter.

 

I respectfully disagree with you on this. I recently left Atlas but I did work in the training center for a short time. My experiences with "RJ" guys was pretty good. They knew how to fly. They were used to a lot of hands on time with the airplane. Automation, FMC, etc. came second nature. Yes the 74 is a big jet. Just look at it like you are flying a normal sized jet on a small airport. They do not spoon feed you and you have to use a bit of motivation and curiosity to be successful. I saw guys struggle who I did not expect to see struggle (former test pilots, other big jet drivers) and ones ace it who I expected to see struggle (no jet experience). All in all, it boils down to work ethic and attitude.

Lastly, things are opening up industry wide. If you want to aquire good experience and have a blast doing it, go for it. It comes with a risk and plenty of abuse from the company once on the line though.

 

I've been told that I meet requirements, especially with my TPIC time at AMF. I know guys with zero jet or 121 time are getting calls. What would be considered competitive for Atlas?

 

Negative Nancy strikes again! This info is wrong.

RJ guys do fine here. If you get the call and keep your nose to the grindstone, you'll have no more problems than pilots with from other background.

That said, there are better options for you than Atlas! Keep looking!!

 

You should consider Eagle Jet and self funding a type on a Boeing or Airbus. That would prove to Atlas that you are trainable. As your 99/1900/Metro time from AMF is not competitive at all.

 

Yes, you meet the published requirements...but double your numbers and you would be in the vicinity of the lowest time pilot that was in my class. Many of us were in the 8-10k hour range. Most had significant PIC jet, 3-5k or more. Almost all had 121 PIC or military PIC time. The total time ranged from 5k to 17k or so.

I can't speak for other classes, but I'm guessing the numbers aren't far off, so I'd say those are "competitive mins".

 

How's it feel to be a contractor for DHL since you used to be at the wholly owned DHL?

 

If you know that you want to come back to the states, put in your 90 day notice now and goto a regional why you wait for a class. Otherwise, you can wait until you're hired and tell them your situation. They were good about working with me on coordinating my class date and I was unofficially told I had a spot in a class about a month out. The regular business rules are that they fill up a class before they start offering the next class dates. If you go back to the middle east after your interview, I'd recommend completing the drug test prior to leaving the states, you can not complete it overseas. However, I'm not sure if the drug test is valid for 90 days or not. There is about a 7 day turn around on the drug test and you must have it completed and the results back to the company prior to starting training.

Good luck...

 

I'm already typed in the E170/E190. The FMS is, from what I'm told, much closer to what I'll see in a Boeing or Airbus than what the CRJ has. I'm also not going to spend more than I currently make in a year to prove that I'm trainable. My training record speaks for itself. I may not have the hours yet, and I'll keep at it in that regard, but I seriously doubt buying a type to go to Atlas is a good move.

 

That's good to know! Thanks for the info! Maybe by the time I'm competitive all the mgmt bs will have subsided!