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Help. Multiple Checkride Failures

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Help. Multiple Checkride Failures

Old 01-29-2020, 09:32 AM
  #51  
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Originally Posted by IrishNJ View Post
this is a pretty interesting thread but just in case any new guys are reading this and worried about how to avoid checkride busts. It’s a question of being COMPLETELY PREPARED.

I went through ALL ATPS without any busts, flight instructing, 9 years at a regional and now a captain at a major having done three type ratings along the way. Never busted anything and I can assure you it’s not because I’m a good pilot but I can also assure you that I know I’ve invested the time and energy to be 100% prepped before each and every checking event.

You have to CHAIR FLY every maneuver over and over and over. You have to know backwards the PTS and the requirements of each and every maneuver. You sit in your bedroom and use your phone to record yourself going through the procedure/maneuver, verbalize to yourself as you’re doing the maneuver: what instrument you are looking at and what corrections you are making. listen to the recording and make sure no step in the procedure/flow/callout is missed.

It takes hours and hours of preparation, On your own, visualizing every maneuver until everything is second nature. That will present itself in the checkride as a confident pilot who knows his $hit and even a DE that needs a couple of busts will hold off on busting you and bust the next guy instead of you (which is what you want).

For those of you out there that successfully get through Checkrides on a wing and a prayer without the work, congrats, you’re probably great pilots with natural skill, lots of aptitude, smart, great memories etc etc. For the rest of us mere mortals, it just takes work.
oh I get it. you were born on third base and think you hit a triple.

ATP's check rides are canned garbage. My CFI initial oral was 20 minutes. The last check ride i failed there, the DPE through me a pink slip during the debrief and said he would need to see another cross controlled stall from me. My illustrious ATP flight instructor, who has likely flowed to American by now, said he did know what that was.

ATP is a good place to accumulate multiple failed check rides. Proceed with caution.
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Old 01-29-2020, 11:36 AM
  #52  
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Originally Posted by headcase View Post
oh I get it. you were born on third base and think you hit a triple.

ATP's check rides are canned garbage. My CFI initial oral was 20 minutes. The last check ride i failed there, the DPE through me a pink slip during the debrief and said he would need to see another cross controlled stall from me. My illustrious ATP flight instructor, who has likely flowed to American by now, said he did know what that was.

ATP is a good place to accumulate multiple failed check rides. Proceed with caution.
Where does it hint, “he was born on third base”; which means some unfair advantage? He worked HARD, that’s not “born on third base”.

GF
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Old 01-29-2020, 01:37 PM
  #53  
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Originally Posted by headcase View Post

ATP's check rides are canned garbage. My CFI initial oral was 20 minutes. The last check ride i failed there, the DPE through me a pink slip during the debrief and said he would need to see another cross controlled stall from me. My illustrious ATP flight instructor, who has likely flowed to American by now, said he did know what that was.

ATP is a good place to accumulate multiple failed check rides. Proceed with caution.
I had a CFI working for me who went through ATP and told me his CFII was a canned ride that everybody knew by heart and his CFII training was nothing but flying this profile....once.
It showed.
We managed to fix him though.
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Old 12-14-2020, 06:22 AM
  #54  
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Sorry to revive a dead thread.

I’m curious to hear how things turned out for this poor bloke. Only been a year and we have corona. Just curious if he ever got on the seniority list at any carrier.
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Old 12-31-2020, 11:02 PM
  #55  
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It's not the end of the world with multiple failures whether they're in 121 or 91 world. I eventually ended up at Delta even with my own hiccups and it wasn't just 1 or 2 failures either. Perseverance is one of Delta's main cores. So don't give up just because someone says there's little to no hope to get to the legacy you want.
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Old 01-02-2021, 07:33 AM
  #56  
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Originally Posted by flyingmau5 View Post
It's not the end of the world with multiple failures whether they're in 121 or 91 world. I eventually ended up at Delta even with my own hiccups and it wasn't just 1 or 2 failures either. Perseverance is one of Delta's main cores. So don't give up just because someone says there's little to no hope to get to the legacy you want.
Good on you, absolutely agree about perseverance. But especially with DAL, you are a rare exception. For everyone like you I meet I know of at least 20 experienced RJ CA's with most or all of the tickets punched, squeaky clean records, apps out, and zero legacy calls.

In addition to perseverance, the key resume bullets appears to be degree, semi-recent type training event, and 121 instructor/LCA experience. There are other things you want on your resume too, but without those three it's a crap-shoot.
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Old 01-02-2021, 06:50 PM
  #57  
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Originally Posted by rickair7777 View Post
Good on you, absolutely agree about perseverance. But especially with DAL, you are a rare exception. For everyone like you I meet I know of at least 20 experienced RJ CA's with most or all of the tickets punched, squeaky clean records, apps out, and zero legacy calls.

In addition to perseverance, the key resume bullets appears to be degree, semi-recent type training event, and 121 instructor/LCA experience. There are other things you want on your resume too, but without those three it's a crap-shoot.
Does upgrade count as a training event, even though one is already typed as an FO? Would a ground instructor position combine with a safety committee volunteer (or other non-controversial union roll) carry as much weight as being an LCA? At some regionals, LCA slots are hard to come by of course.
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Old 01-03-2021, 07:41 PM
  #58  
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Originally Posted by Bahamasflyer View Post
Does upgrade count as a training event, even though one is already typed as an FO?
Maybe, it's certainly better than nothing but the gold standard is a new type.

That's because statistics have shown that pilots who have not had a significant training event in years are more likely to fail training. Getting a new type is harder than just flying one you already know... after about a decade on the CRJ, recurrent was a no-stress event, barely had to study at all basically just reviewed the latest bulletins for hot topics. Upgrade on your current type can be pretty easy, at some places it takes about a week.

Originally Posted by Bahamasflyer View Post
Would a ground instructor position combine with a safety committee volunteer (or other non-controversial union roll) carry as much weight as being an LCA? At some regionals, LCA slots are hard to come by of course.
Maybe, definitely shows you're a joiner and regarded well enough by management to teach.

But LCA is the experience gold standard, precisely because it is a bit hard to come by. But if you're already in the training dept, you should have a leg up on an eventual LCA slot.
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