Atlas Air Hiring
11-25-2017 | 06:19 PM
Gets Weekends Off
Joined: May 2012
Posts: 1,154
Likes: 0
Rocketm8,
Attitude is everything. We need new hires who are going to come in and say “ok I’m inexperienced. What do I have to do to grow as a pilot here in order to be a captain in a few years(months!!!).”
IMO, the best way to do this is to learn from your captains at every stage. Get involved with every decision, ask questions “why?” “What would YOU do if..” most of the captains here are more than willing to share their experience and knowledge. Also, hit the books and study your ass off. Don’t be that guy that makes the coffee then hits he bunks for the 14 hour pacific crossing. If you stay active you’ll do great.
It’s not an individuals experience that makes them a good pilot, it’s their attitude. Unfortunately, our management has soured all of ours. Even more unfortunately is that this is no excuse when an accident happens. Sounds like you have the right mindset!
Attitude is everything. We need new hires who are going to come in and say “ok I’m inexperienced. What do I have to do to grow as a pilot here in order to be a captain in a few years(months!!!).”
IMO, the best way to do this is to learn from your captains at every stage. Get involved with every decision, ask questions “why?” “What would YOU do if..” most of the captains here are more than willing to share their experience and knowledge. Also, hit the books and study your ass off. Don’t be that guy that makes the coffee then hits he bunks for the 14 hour pacific crossing. If you stay active you’ll do great.
It’s not an individuals experience that makes them a good pilot, it’s their attitude. Unfortunately, our management has soured all of ours. Even more unfortunately is that this is no excuse when an accident happens. Sounds like you have the right mindset!
11-25-2017 | 08:24 PM
Line Holder
Joined: Apr 2007
Posts: 1,292
Likes: 2
From: 747
To build on what the others have just said, the training program is still so short that you have to teach yourself most everything from systems to procedures and international ops. All they do in the training center is provide the computers for the CBT programs and the "books" (via iPad downloads) for the rest. There is very little of what you would consider actual classroom teaching. For instance, international and overwater ops is a one day affair.
The old "learning by drinking from the fire hose" method simply doesn't apply here. It's more like Atlas gives you the fire truck tanker and says: "Drink up!"
The result of this is problems like one that is rumored to have happened to one of our crews recently. During OE training, a new hire is required to make only ONE oceanic crossing to be signed off for line ops. Unfortunately, one on deck crew of two new FO's applied Pacific crossing procedures (which they had had during their OE training) to an Atlantic crossing (which they had never done). The problem is that those are two VERY different procedures. The captain was in the bunk on his rest period and had never interviewed them regarding their OE training experience - after all, they had been signed off for line ops and our line captains are not company flight instructors.
Obviously, all of our captains do inquire about new a crew member's experience and current route knowledge, are all happy to provide answers to new hire questions, and will provide guidance when appropriate. The problem is that the Miami training center relies on the OE trainers to complete the teaching job and the OE trainers rely on the line pilots to complete the job and there is never communication between the last two steps in this chain of errors because that would be an admission that there is an inadequacy in the system.
One day it could create a disastrous incident for some poor Atlas crew.
The old "learning by drinking from the fire hose" method simply doesn't apply here. It's more like Atlas gives you the fire truck tanker and says: "Drink up!"
The result of this is problems like one that is rumored to have happened to one of our crews recently. During OE training, a new hire is required to make only ONE oceanic crossing to be signed off for line ops. Unfortunately, one on deck crew of two new FO's applied Pacific crossing procedures (which they had had during their OE training) to an Atlantic crossing (which they had never done). The problem is that those are two VERY different procedures. The captain was in the bunk on his rest period and had never interviewed them regarding their OE training experience - after all, they had been signed off for line ops and our line captains are not company flight instructors.
Obviously, all of our captains do inquire about new a crew member's experience and current route knowledge, are all happy to provide answers to new hire questions, and will provide guidance when appropriate. The problem is that the Miami training center relies on the OE trainers to complete the teaching job and the OE trainers rely on the line pilots to complete the job and there is never communication between the last two steps in this chain of errors because that would be an admission that there is an inadequacy in the system.
One day it could create a disastrous incident for some poor Atlas crew.
11-26-2017 | 05:17 PM
Ice-bagger
Joined: Sep 2014
Posts: 273
Likes: 0
Well, that is the problem. You will not get many landings each month, but you should aggressively seek them. I see FO's turn landings down. I never did that as an FO.
Be a sponge, ask questions, study on your own, etc.
The 747 is tricky because we land at weights from empty to max landing weight. But don't be intimidated either as it is not a difficult plane to fly. It is just big. Learn to stay on center line at all times, develop strict aileron discipline, and strive to be smooth. The jet has a lot of inertia and you have to respect that. You can't pull it out at the bottom like you can in smaller aircraft. And your worst enemy is fatigue. You will rarely be on your A game.
Be a sponge, ask questions, study on your own, etc.
The 747 is tricky because we land at weights from empty to max landing weight. But don't be intimidated either as it is not a difficult plane to fly. It is just big. Learn to stay on center line at all times, develop strict aileron discipline, and strive to be smooth. The jet has a lot of inertia and you have to respect that. You can't pull it out at the bottom like you can in smaller aircraft. And your worst enemy is fatigue. You will rarely be on your A game.
This exactly!
Last edited by Davetastic; 11-26-2017 at 05:54 PM.
11-26-2017 | 05:53 PM
Ice-bagger
Joined: Sep 2014
Posts: 273
Likes: 0
To build on what the others have just said, the training program is still so short that you have to teach yourself most everything from systems to procedures and international ops. All they do in the training center is provide the computers for the CBT programs and the "books" (via iPad downloads) for the rest. There is very little of what you would consider actual classroom teaching. For instance, international and overwater ops is a one day affair.
The old "learning by drinking from the fire hose" method simply doesn't apply here. It's more like Atlas gives you the fire truck tanker and says: "Drink up!"
The result of this is problems like one that is rumored to have happened to one of our crews recently. During OE training, a new hire is required to make only ONE oceanic crossing to be signed off for line ops. Unfortunately, one on deck crew of two new FO's applied Pacific crossing procedures (which they had had during their OE training) to an Atlantic crossing (which they had never done). The problem is that those are two VERY different procedures. The captain was in the bunk on his rest period and had never interviewed them regarding their OE training experience - after all, they had been signed off for line ops and our line captains are not company flight instructors.
Obviously, all of our captains do inquire about new a crew member's experience and current route knowledge, are all happy to provide answers to new hire questions, and will provide guidance when appropriate. The problem is that the Miami training center relies on the OE trainers to complete the teaching job and the OE trainers rely on the line pilots to complete the job and there is never communication between the last two steps in this chain of errors because that would be an admission that there is an inadequacy in the system.
One day it could create a disastrous incident for some poor Atlas crew.
The old "learning by drinking from the fire hose" method simply doesn't apply here. It's more like Atlas gives you the fire truck tanker and says: "Drink up!"
The result of this is problems like one that is rumored to have happened to one of our crews recently. During OE training, a new hire is required to make only ONE oceanic crossing to be signed off for line ops. Unfortunately, one on deck crew of two new FO's applied Pacific crossing procedures (which they had had during their OE training) to an Atlantic crossing (which they had never done). The problem is that those are two VERY different procedures. The captain was in the bunk on his rest period and had never interviewed them regarding their OE training experience - after all, they had been signed off for line ops and our line captains are not company flight instructors.
Obviously, all of our captains do inquire about new a crew member's experience and current route knowledge, are all happy to provide answers to new hire questions, and will provide guidance when appropriate. The problem is that the Miami training center relies on the OE trainers to complete the teaching job and the OE trainers rely on the line pilots to complete the job and there is never communication between the last two steps in this chain of errors because that would be an admission that there is an inadequacy in the system.
One day it could create a disastrous incident for some poor Atlas crew.
Despite that during OE a new hire may only be required to make as many oceanic crossings as the check airman sees fit, it is NOT rocket science. What makes it difficult is when SHI* goes wrong!!! The LOFT training will truly demonstrate how behind you really may be if non-normal ops presents itself. The RJ drivers are the ones that have done really well both in training and during OE.
It is contradictory to say that the CA in the aforementioned example ".....had never interviewed them...." and then say "....all of our captains do inquire....".
Rumors are cannon fodder and should be treated as such. Saying "one day it COULD create a disastrous incident", is just adding fuel to the union fire. It is just the same as the company saying that "leaving on time is tantamount to leaving late". NEITHER help and BOTH dilute their respective position.
IF you want to come to Atlas and if you are hired.....STUDY. If you make it to OE, STUDY. Pay attention to procedures and don't take for granted that anybody on your crew has more experience than you.
Last edited by Davetastic; 11-26-2017 at 06:07 PM.
11-26-2017 | 06:01 PM
Ice-bagger
Joined: Sep 2014
Posts: 273
Likes: 0
Rocketm8,
Attitude is everything. We need new hires who are going to come in and say “ok I’m inexperienced. What do I have to do to grow as a pilot here in order to be a captain in a few years(months!!!).”
IMO, the best way to do this is to learn from your captains at every stage. Get involved with every decision, ask questions “why?” “What would YOU do if..” most of the captains here are more than willing to share their experience and knowledge. Also, hit the books and study your ass off. Don’t be that guy that makes the coffee then hits he bunks for the 14 hour pacific crossing. If you stay active you’ll do great.
It’s not an individuals experience that makes them a good pilot, it’s their attitude. Unfortunately, our management has soured all of ours. Even more unfortunately is that this is no excuse when an accident happens. Sounds like you have the right mindset!
Attitude is everything. We need new hires who are going to come in and say “ok I’m inexperienced. What do I have to do to grow as a pilot here in order to be a captain in a few years(months!!!).”
IMO, the best way to do this is to learn from your captains at every stage. Get involved with every decision, ask questions “why?” “What would YOU do if..” most of the captains here are more than willing to share their experience and knowledge. Also, hit the books and study your ass off. Don’t be that guy that makes the coffee then hits he bunks for the 14 hour pacific crossing. If you stay active you’ll do great.
It’s not an individuals experience that makes them a good pilot, it’s their attitude. Unfortunately, our management has soured all of ours. Even more unfortunately is that this is no excuse when an accident happens. Sounds like you have the right mindset!
Accurate.
11-28-2017 | 10:57 AM
Line Holder
Joined: Sep 2016
Posts: 84
Likes: 0
Its a huge step back in to a toxic adversarial battle field that you will be held accountable to fight. I can't discourage this place strongly enough.
11-28-2017 | 11:54 AM
Line Holder
Joined: Aug 2009
Posts: 309
Likes: 1
From: A320 CA
With those stats you are likely qualified for varsity level if you have a degree and no other show stoppers on your record. The reasons to wait are well documented on this thread.
11-28-2017 | 02:03 PM
Line Holder
Joined: Feb 2016
Posts: 72
Likes: 0
From: 747 F/O
Unfortunately "progress" and Atlas don't belong in the same sentence. I lost count of how many F/O's I've flown with who regret leaving their RJ Capt. spot to come sit right seat for less money, more work, and twice the headaches.
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