Originally Posted by Elevation (Post 3781719)

I agree with the previous poster's (zero's) advice. I disagree with the rationale. A company is a company and plenty of good people work at all of them. ATSG carriers have separate seniority lists and poorly diversified clientele. So if ATI loses Amazon business you can't cross over and fly AMC charters for Omni for example. The future is unpredictable, however. A few years ago, Atlas was the place to avoid and people were going to ATI. So regardless of which choice you make, you're landing in thr same, general neighborhood.

Regarding homework, I believe people may be referring to old animosities of ATI being an ALPA carrier while others are teamsters. That allows airlines to be pitted against each other. You're not in the wrong for not knowing this. No big deal. There is no absence of due diligence on your part.

There are some (not necessarily zero, but there are some) folks who think that by working at an ALPA carrier you are somehow weakening our bargaining position. Really this is just about the human drive to form tribes. You have to ignore a number of other factors (I'll spare you a long list.) for this to be a significant factor. Screw tribes. Go where it's best for you. Right now I believe Atlas is the best of the okay. Don't skip that class date until you have another one lined up, though

Originally Posted by Elevation (Post 3780571)

AMF has decent training, and you've got plenty of experience in real-world flying already. So you've hit it on the head. As long as you read up, prepare and decompress you'll rock.

Originally Posted by schuttaero (Post 3783657)

Can MIA typically be held on the 777 out of training? I understand that base bids change frequently but I’m just wondering how junior is the MIA 777.

Originally Posted by Whitewater06 (Post 3787493)

Here's a data point on hiring timeline for anyone wondering. I think the hiring team is working farther out now though.

2/6 - Completed application
2/13 - Phone screen
2/19 Company presentation
2/28 - Interview
2/29 - CJO
4/14 - Class date 777

Originally Posted by schuttaero (Post 3783657)

Can MIA typically be held on the 777 out of training? I understand that base bids change frequently but I’m just wondering how junior is the MIA 777.

Originally Posted by Joe jet (Post 3788500)

Doesn't really matter anyway as they will pay for all your commuting expenses and arrange flights and hotel; there is virtually no commuting stress at all. That is one of the great attractions of flying for Atlas.

Originally Posted by Cleared4appch (Post 3763426)

Ok, many, many things going on here in your post. Let me say this, and don’t take this the wrong way dude. I am saying this merely to help you going forward, not trying to drag you down. Only trying to build you up.

121 is the big leagues. It’s not general aviation CFI work anymore. I was also a CFI in the beginning of my career. Took my job very seriously and always tried to apply the fundamentals of instruction 100% of the time. I had a pass rate similar to yours. When I went to my regional, I knew going in to not expect many of the instructors to have a passion for teaching. And turns out, many of them didn’t. There were a few that I could tell truly enjoyed teaching. But what I’ve learned is that airline training is a freaking firehose, and they really do not have time to teach you everything. A part of the test for you in training and on the line is seeing how much initiative you take. Did you prepare for the flight that morning or the night before in the hotel room? Or were you out at the bar till 1am? Did you go over the company pages, look over the expected arrivals/approaches/departures, expected taxi routing, etc. etc. etc. etc? Did you look over the weather to expect? Did you chair fly your callouts/profiles?

They certainly do expect you to fill in the gaps a lot. I disagreed with that mentality at first, but as I got deeper into the program and got to the line, I started to realize that as professionals, we have to strive to be the best we can. It’s expected of us. Every single day. Learn as much as we can. Every single flight. This comes in the form of self-debriefs. Self-critiques. Take what you learned with helping students in GA, and aggressively apply that to helping yourself get through your first 121 job. There are gonna be plenty of days when you will feel behind. It happens to all of us. With time and experience in a jet, you will begin to feel very confident.

121 is a completely different animal than 91 GA. There’s very little comparison to be honest. And yea you may sometimes get unlucky and have a real douche bag of an instructor/check airmen, etc. I’ve had plenty of them. I know it sucks. But whatever you do, do not blame them for your failures. Period. It will not help you. At all. I am saying this in hopes that you take it and learn from it.

Originally Posted by Purpo (Post 3789418)

This post could be a sticky. Solid advice.

Originally Posted by TiredSoul (Post 3790037)

Sometimes the Law of Unintended Consequences gets designated PIC.

Originally Posted by C17B74 (Post 3790138)

My responsibilities are specifically to be the Capts seeing eye dog on the ground.

Originally Posted by El Pilot (Post 3790880)

737 is wrapped up for the rest of the year. Only hiring widebody from what I heard. So maybe need to be higher time with prior 121 to be competetive.

Originally Posted by Clue32 (Post 3790936)

Considering the mass exodus from the 737 fleet upon completion of the 24 month bidding block, I can not understand how this would be possible. Your source seems questionable.

Originally Posted by Clue32 (Post 3790936)

Considering the mass exodus from the 737 fleet upon completion of the 24 month bidding block, I can not understand how this would be possible. Your source seems questionable.

Originally Posted by dera (Post 3790951)

Just to confirm this btw, someone in the Talent Acquisition Team just told me the same thing. Current plan is no outside hires for the 737 for the rest of the year.

Originally Posted by astray (Post 3790966)

Wonder if we're taking any iAero/Swift guys.

Originally Posted by astray (Post 3790966)

Wonder if we're taking any iAero/Swift guys.

Originally Posted by astray (Post 3790966)

Wonder if we're taking any iAero/Swift guys.

Originally Posted by dera (Post 3790951)

Just to confirm this btw, someone in the Talent Acquisition Team just told me the same thing. Current plan is no outside hires for the 737 for the rest of the year.

Originally Posted by TiredSoul (Post 3791038)

Some of them we should not.
Definitely not, like a hard NO.

Originally Posted by Atlasvet (Post 3780521)

There are actually some pretty goood folks involved, the CPs don't have enough time for day to day involvement. The panels have some pretty seasoned HR personnel, most with airline experience, Fortunately most of those involved are either retired Capts with a Union Rep on most HR panels. Pilots get a solid vote on the Tech Panel and most often the HR Panel is one HR rep and two pilots. So Flight Ops most often have the most weight and can always down a candidate, but HR and background checks also play an important role.

We work hard to weed out bad eggs and I think we catch a lot of them. However, a few sneak through and then have to survive training, OE and a year as a probationary employee.

Originally Posted by astray (Post 3790966)

Wonder if we're taking any iAero/Swift guys.

Originally Posted by Lionhaart (Post 3792856)

Hello - first year is $97 an hour and yes you can live abroad now.

Originally Posted by ArJockey (Post 3792922)

Thanks, and what is the monthly averages you fly??

Originally Posted by Planes R Great (Post 3792763)

My logs are 30 plus years old and pretty comical compared to the way younguns keep records today. Think copied pages from the little red book type of records. My thoughts on the post mortem of the interview is as follows and Im posting purely for the people that are trying to get hired now at Atlas.

Record keeping is important. Newer generation pilots keep things like electronic records. (plus)
you get to the

Originally Posted by Chow (Post 3793126)

"AnyTimeLogBooks" fixes that by transcribing your log books into a modern format. I have heard their name mentioned more than a few times. They are easy to find online.

Originally Posted by Clue32 (Post 3775095)

All fleets.

You can request your fleet in the interview, but Atlas will assign you to a fleet based upon your experience, availability, and preference. The New Hire seat locknis only two years, so if you get the 767 but wanted the 777, well, enjoy the landings and segments the 76 offers, then bid out of it during one of our near-monthly system vacancy bids.

737 goes to the lower experienced folks.

Pay year one is essentially identical for all fleets. Hourly rate is the same and you'll probably credit 64 hours per month no matter the fleet. Year 2 is where you start to see a difference (Hourly Rates), and year 3 probably starts the big shift towards the 747 being the flying money bag (Seniority to hold higher credit lines and Open Time).

Originally Posted by 121noob (Post 3793882)

What is the most likely fleet and base for a new hire?

Originally Posted by Clue32 (Post 3793899)

There is tremendous movement within bases and we have near monthly vacancy awards allowing you to move into nearly any base by the time you finish OE, or at most Year 1 (IAH 747 the biggest exception). Today's reality doesn't guarantee tomorrow's results.

Probability for new hire is 747 ANC. That is only because our 747 has the most crews and biggest need.

We are hiring for all widebody fleets. I'd say 767 CVG and 777 LAX are about equal odds.

If you want the 767, and ask for it in your interview, you'll probably get it. If you are lower time, or limited Jet or 121 time, the odds of the 767 probably increase. Lots of Shiny Jet Syndrome surrounding the 777 and 747.

Occasionally 777 New Hires are sent to CVG.

Originally Posted by Clue32 (Post 3793899)

There is tremendous movement within bases and we have near monthly vacancy awards allowing you to move into nearly any base by the time you finish OE, or at most Year 1 (IAH 747 the biggest exception). Today's reality doesn't guarantee tomorrow's results.

Probability for new hire is 747 ANC. That is only because our 747 has the most crews and biggest need.

We are hiring for all widebody fleets. I'd say 767 CVG and 777 LAX are about equal odds.

If you want the 767, and ask for it in your interview, you'll probably get it. If you are lower time, or limited Jet or 121 time, the odds of the 767 probably increase. Lots of Shiny Jet Syndrome surrounding the 74/77.

Originally Posted by Atlasvet (Post 3793999)

Sorry, this is not currently correct. There are a lot more slots on the 77 and 74 then on the 767. Additionally, due to perceived QOL issue, the 767 has become highly requested airframe. One is more likely to be assigned the 77 or 74 then to the 76 as there just not enough slots for everyone that asks for it.