Regional Airline Training Advice
03-01-2018, 01:05 PM
#21
Line Holder
Thread Starter
Joined APC: Jul 2016
Posts: 78
Thanks for the advice.
Thanks for the advice.
I meant get the thread back to the original post.
The post was for people new to 121 to do well at their first regional job. It was not about Wisconsin training.
I meant get the thread back to the original post.
The post was for people new to 121 to do well at their first regional job. It was not about Wisconsin training.
Originally Posted by BFMthisA10
Well, ok. I really think that in your heart you feel that you are doing something laudable. And I don't think I'd stand a chance of convincing you otherwise, but I'll leave you with this: Have you volunteered to work in the training department? If you think theres a malaise there, have you done anything to help make it better? I can tell you that, at least as it translates across the internets, those two third-hand examples that you'd cited above are awful examples to base the conclusions that you've been putting forward.
Again, I don't expect you to convince you of that, but let me John Madden this, if I may.
1) Not nearly enough info in either case, but in scenario 1...helllzYEAH! Imagine for a moment that the student described is later out on the line while her CA is dealing with an issue, and she decides that his perspective is a little off and decides to intervene... She's not only on probation, but worse: she's in training! That she was allowed to continue from that moment was a second chance not deserved. (Do you, Paladin145, understand the implications of the position that you've taken in your thesis on this one? Hope so at some point; find a mentor, they can help.)
2) again, not enough info; third hand. However, there are far better ways to deal with such misbehavior, if it was in that case. But again, its an instructor, who has earned the trust of that position, and without first hand (theres that phrase again) knowledge, its tough to say that the wrong call was made.
I dunno man. Whatever your motivation, I think you're creating boogie-men that don't exist, and at least by appearance, to dissuade people from an otherwise solid company, or maybe just to build some internet forum credibility. Nothing wrong with saying "yeah, I think ______ " if someone asks your opinion, but you're trying to come off informed when you aren't, and I think it's to the detriment of the reader (and folks out getting the job done).
Again, I don't expect you to convince you of that, but let me John Madden this, if I may.
1) Not nearly enough info in either case, but in scenario 1...helllzYEAH! Imagine for a moment that the student described is later out on the line while her CA is dealing with an issue, and she decides that his perspective is a little off and decides to intervene... She's not only on probation, but worse: she's in training! That she was allowed to continue from that moment was a second chance not deserved. (Do you, Paladin145, understand the implications of the position that you've taken in your thesis on this one? Hope so at some point; find a mentor, they can help.)
2) again, not enough info; third hand. However, there are far better ways to deal with such misbehavior, if it was in that case. But again, its an instructor, who has earned the trust of that position, and without first hand (theres that phrase again) knowledge, its tough to say that the wrong call was made.
I dunno man. Whatever your motivation, I think you're creating boogie-men that don't exist, and at least by appearance, to dissuade people from an otherwise solid company, or maybe just to build some internet forum credibility. Nothing wrong with saying "yeah, I think ______ " if someone asks your opinion, but you're trying to come off informed when you aren't, and I think it's to the detriment of the reader (and folks out getting the job done).
03-01-2018, 01:13 PM
#22
Gets Weekends Off
Joined APC: Apr 2010
Posts: 291
Originally Posted by Paladin145
Thanks for the advice.
I meant get the thread back to the original post.
The post was for people new to 121 to do well at their first regional job. It was not about Wisconsin training.
I meant get the thread back to the original post.
The post was for people new to 121 to do well at their first regional job. It was not about Wisconsin training.
03-03-2018, 04:07 AM
#23
Line Holder
Thread Starter
Joined APC: Jul 2016
Posts: 78
AQP for initial
AQP: When looking at failure rates, also look at training that gives you a good foundation of skills as you start in your career. ( AQP initial, IMHO.) Some Airlines claim to do this, but you end with LCA's with 20 years at the airline teaching their technique as gospel. Unitl you get another LCA, and learn the " right way" all over again.
This thread from 2016 has great input on AQP.
Which regional airlines have AQP?
This thread from 2016 has great input on AQP.
Which regional airlines have AQP?
Originally Posted by Paladin145
1.) Research EVERY regional. Create an excel spreadsheet with a point system. Try to get the one in the top 3 of your personal ranking.
Ask for a later class date while interviewing. Try to get 3 offers in same time frame so you can choose the best one for you. You don't want to be called for an interview at your best choice airline, while at first day of INDOC at second choice. I've been there
2.) DON"T go somewhere with a high washout rate. If that is your dream job, get some multi turbine experience FIRST ! ( Part 135, etc.) Get good at using FD, Autopilot, FMS flying to precision. Always at ref, always same place in touchdown zone, etc. If you have doubts about getting through Part 121 training, definitely start out in Part 135, 91, etc. Ease into it. Its not worth rushing, and having a bad record.
One FO I spoke to said in his class of 11, 8 were let go. Sounds like NAVY SEAL training !
3.) Become an expert on:
- Visual approaches
- Sweptwing aerodynamics
- Sweptwing crosswind landing in max crosswinds with gusts. ( a good number of wingtip strikes on CRJ-200, some on CRJ-700, and ERJ-145.) Not a good way to start your career.
- Reading METARS ( with ice pellets, freezing rain, Thunderstorms, etc. )
- Reading NOTAMS
- Takeoff / landing reports TLR's
- General Profiles : T/O , V1 cuts, etc. ( Read "Turbine Pilot's manual".)
- Flows, CRM
3.) DON'T chase upgrade ! Be patient, and stay put, if unsure. Regionals are changing so fast, you don't want to leave a place that turns out to be on top the next year.
4.) In training, study, and work like it is the hardest thing you have ever done in your life ! It probably is, for most people ( Except for Most Military pilots.)
4.) RELAX, and enjoy flying ! Let the LCA's insults roll of your back, and don't take it personally. Take the input onboard, and get better.
One day you will be a Captain, and you can create a team environment on YOUR aircraft. It's been proven to be much safer to function as a team, and it sure makes the job much more fun.
Ask for a later class date while interviewing. Try to get 3 offers in same time frame so you can choose the best one for you. You don't want to be called for an interview at your best choice airline, while at first day of INDOC at second choice. I've been there
2.) DON"T go somewhere with a high washout rate. If that is your dream job, get some multi turbine experience FIRST ! ( Part 135, etc.) Get good at using FD, Autopilot, FMS flying to precision. Always at ref, always same place in touchdown zone, etc. If you have doubts about getting through Part 121 training, definitely start out in Part 135, 91, etc. Ease into it. Its not worth rushing, and having a bad record.
One FO I spoke to said in his class of 11, 8 were let go. Sounds like NAVY SEAL training !
3.) Become an expert on:
- Visual approaches
- Sweptwing aerodynamics
- Sweptwing crosswind landing in max crosswinds with gusts. ( a good number of wingtip strikes on CRJ-200, some on CRJ-700, and ERJ-145.) Not a good way to start your career.
- Reading METARS ( with ice pellets, freezing rain, Thunderstorms, etc. )
- Reading NOTAMS
- Takeoff / landing reports TLR's
- General Profiles : T/O , V1 cuts, etc. ( Read "Turbine Pilot's manual".)
- Flows, CRM
3.) DON'T chase upgrade ! Be patient, and stay put, if unsure. Regionals are changing so fast, you don't want to leave a place that turns out to be on top the next year.
4.) In training, study, and work like it is the hardest thing you have ever done in your life ! It probably is, for most people ( Except for Most Military pilots.)
4.) RELAX, and enjoy flying ! Let the LCA's insults roll of your back, and don't take it personally. Take the input onboard, and get better.
One day you will be a Captain, and you can create a team environment on YOUR aircraft. It's been proven to be much safer to function as a team, and it sure makes the job much more fun.
03-04-2018, 08:31 AM
#24
Line Holder
Thread Starter
Joined APC: Jul 2016
Posts: 78
Originally Posted by Paladin145
1.) Research EVERY regional. Create an excel spreadsheet with a point system. Try to get the one in the top 3 of your personal ranking.
Ask for a later class date while interviewing. Try to get 3 offers in same time frame so you can choose the best one for you. You don't want to be called for an interview at your best choice airline, while at first day of INDOC at second choice. I've been there
2.) DON"T go somewhere with a high washout rate. If that is your dream job, get some multi turbine experience FIRST ! ( Part 135, etc.) Get good at using FD, Autopilot, FMS flying to precision. Always at ref, always same place in touchdown zone, etc. If you have doubts about getting through Part 121 training, definitely start out in Part 135, 91, etc. Ease into it. Its not worth rushing, and having a bad record.
One FO I spoke to said in his class of 11, 8 were let go. Sounds like NAVY SEAL training !
3.) Become an expert on:
- Visual approaches
- Sweptwing aerodynamics
- Sweptwing crosswind landing in max crosswinds with gusts. ( a good number of wingtip strikes on CRJ-200, some on CRJ-700, and ERJ-145.) Not a good way to start your career.
- Reading METARS ( with ice pellets, freezing rain, Thunderstorms, etc. )
- Reading NOTAMS
- Takeoff / landing reports TLR's
- General Profiles : T/O , V1 cuts, etc. ( Read "Turbine Pilot's manual".)
- Flows, CRM
3.) DON'T chase upgrade ! Be patient, and stay put, if unsure. Regionals are changing so fast, you don't want to leave a place that turns out to be on top the next year.
4.) In training, study, and work like it is the hardest thing you have ever done in your life ! It probably is, for most people ( Except for Most Military pilots.)
4.) RELAX, and enjoy flying ! Let the LCA's insults roll of your back, and don't take it personally. Take the input onboard, and get better.
One day you will be a Captain, and you can create a team environment on YOUR aircraft. It's been proven to be much safer to function as a team, and it sure makes the job much more fun.
Ask for a later class date while interviewing. Try to get 3 offers in same time frame so you can choose the best one for you. You don't want to be called for an interview at your best choice airline, while at first day of INDOC at second choice. I've been there
2.) DON"T go somewhere with a high washout rate. If that is your dream job, get some multi turbine experience FIRST ! ( Part 135, etc.) Get good at using FD, Autopilot, FMS flying to precision. Always at ref, always same place in touchdown zone, etc. If you have doubts about getting through Part 121 training, definitely start out in Part 135, 91, etc. Ease into it. Its not worth rushing, and having a bad record.
One FO I spoke to said in his class of 11, 8 were let go. Sounds like NAVY SEAL training !
3.) Become an expert on:
- Visual approaches
- Sweptwing aerodynamics
- Sweptwing crosswind landing in max crosswinds with gusts. ( a good number of wingtip strikes on CRJ-200, some on CRJ-700, and ERJ-145.) Not a good way to start your career.
- Reading METARS ( with ice pellets, freezing rain, Thunderstorms, etc. )
- Reading NOTAMS
- Takeoff / landing reports TLR's
- General Profiles : T/O , V1 cuts, etc. ( Read "Turbine Pilot's manual".)
- Flows, CRM
3.) DON'T chase upgrade ! Be patient, and stay put, if unsure. Regionals are changing so fast, you don't want to leave a place that turns out to be on top the next year.
4.) In training, study, and work like it is the hardest thing you have ever done in your life ! It probably is, for most people ( Except for Most Military pilots.)
4.) RELAX, and enjoy flying ! Let the LCA's insults roll of your back, and don't take it personally. Take the input onboard, and get better.
One day you will be a Captain, and you can create a team environment on YOUR aircraft. It's been proven to be much safer to function as a team, and it sure makes the job much more fun.
Flying a Q400 at Horizon, and upgrading can help you get to a major .
Silver Airways has Saab 340's but converting to ATR-42's soon.
03-04-2018, 03:18 PM
#25
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,275
Originally Posted by Paladin145
DON"T shun turboprops.
Flying a Q400 at Horizon, and upgrading can help you get to a major .
Silver Airways has Saab 340's but converting to ATR-42's soon.
Flying a Q400 at Horizon, and upgrading can help you get to a major .
Silver Airways has Saab 340's but converting to ATR-42's soon.
Turboprop time alone, including PIC, will likely not get you to a top-tier major (possible exception for SWA). They simply have too many applicants with glass/jet time, and not all prop-drivers can do jet speed.
But multiple type ratings definitely break you out of the pack of one-trick RJ ponies, and if you have jet experience, prop time shows another aspect of your train-ability.
03-05-2018, 03:29 AM
#26
On Reserve
Joined APC: Mar 2018
Posts: 11
Originally Posted by rickair7777
My recent observations...
Turboprop time alone, including PIC, will likely not get you to a top-tier major (possible exception for SWA). They simply have too many applicants with glass/jet time, and not all prop-drivers can do jet speed.
But multiple type ratings definitely break you out of the pack of one-trick RJ ponies, and if you have jet experience, prop time shows another aspect of your train-ability.
Turboprop time alone, including PIC, will likely not get you to a top-tier major (possible exception for SWA). They simply have too many applicants with glass/jet time, and not all prop-drivers can do jet speed.
But multiple type ratings definitely break you out of the pack of one-trick RJ ponies, and if you have jet experience, prop time shows another aspect of your train-ability.
03-05-2018, 08:00 AM
#27
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,275
Originally Posted by CessnaGril
If you were to fly turboprops, and then get your own 737 type, would that give yo a good chance to fly for SWA?
I would not plan career progression to a good major based on prop time, assume you will need to get into a jet first. By all means apply as soon as you're eligible, you might get lucky, but if you assume you're going straight from props to big-six good chance you'll be disappointed.
03-05-2018, 05:27 PM
#28
Gets Weekends Off
Joined APC: Oct 2015
Position: Gear slinger
Posts: 2,898
Originally Posted by CessnaGril
If you were to fly turboprops, and then get your own 737 type, would that give yo a good chance to fly for SWA?
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