USMCFLYR

So people are negative saying that 4 is a lot, but numerous people are saying that one more would be the end of the world?

The OP simply needs to understand the industry s/he is trying to enter.
There are times that s/he will not be able to get a job in this industry with that resume and there will be times when they will be competitive. There isn’t a magic number.

Looking at oneself and honestly assessing whether this career choice is right will be an important factor too.
no matter what today’s society tells you - not everyone can be anything they want.

rickair7777

Honestly this would be my instinctive reaction as a hiring decision maker...

0 Busts: Easy for HR to adjudicate.
1 Bust: It can happen to the best of us.
1-2 Busts: Lessons were probably learned, better pilot because of it.
2-3 Busts: Pattern here, were lessons learned or not? How many other resumes do we have?
4 Busts: That's a lot, there's a problem, anything recent? How many other resumes do we have?
5+ Busts: YHGTBSM, remember that Renslow dude?

From a human nature perspective, I'm going to call 4-5 busts as the big inflection point where your future prospects change a lot. Maybe 3 for some of the top-tier.

Swakid8

I agree with this assessment, 4 is quite a bit this early in a career to be honest. It’s not impossible, but you have to damn near perfect in your rides from here n out.

4020Driver

With a Bachelor’s in Engineering and Military background you have one hell of a resume. What did you do in the Navy? Did you enjoy what you did before with your Engineering degree/ Naval background? I was in a similar predicament as you. The thread I started is here.

I’m not an airline pilot, so take what I say with a grain of salt. I was given some advice that I might be served better by going after a non-121 career where I can better market myself with having to get through a computer screening process, if you still feel the flying is really what you’d like to do and that you have the skill set to do so.

I ask about your previous career because you might be better served by using your Engineering degree and Naval background to continue your career there while doing flight instruction on the side. How many hours do you have now? This will distance you calendar-wise and flight experience-wise from your training issues while building a second (maybe primary) career. This will also give you the chance to do a lot of networking, which is the primary way a individual gets a good non-121 aviation job.

Heck, you might find that in that period of time your priorities in life have changed and you’re glad you went that new direction. That’s what essentially happened to me. Aviation became a secondary objective and my farming career became the primary, well, that and finishing my 2500 foot grass strip on the farm. There’s still quite a few opportunities out there for you, don’t forget that.

Confused

How do we know if we have a failure on our record?

My only unsat was in 2005 at UND and it’s been so long I can’t recall if it was an actual failure or simply incomplete and on top of that I don’t remember if it was the actual FAA check ride event or just a stage check?

rickair7777

1. Do a FOIA request for your ENTIRE FAA record, that will get everything, including medical docs. Instructions should be on an FAA web page.

2. Same for FBI records. Even if you know you're clean you need to make sure something didn't get misfiled.

3. If you've lived in one place for a longtime, may as well pull local court records as well, just in case you have an oustanding warrant for a parking ticket you didn't know about.

4. Get your NDR records.

5. If your current employer is PRIA, get a copy of your record and review it annually. I had a failure in my company PRIA which had never happened. Some bottom-feeder employers were strongly suspected of "accidentally" entering erroneous failures into PRIA, to help retain their pilots longer during the shortage. It seemed to happen a lot... I mean how do you make a mistake like that?

6. Check your records on the PRD: https://www.faa.gov/regulations_poli...ords_database/

CAUTION: PRD is in beta mode, so there might be things missing which are in your actual FAA record (that's the case for me). Don't fail to disclose something just because it's not in the PRD, airlines can FOIA your entire record just like you can (minus medical), and some of the better ones do.

The time to do this is now, not after you get called into the CP's office during new hire training to discuss that domestic battery or child abuse conviction you didn't know you had. Lots of perps out there, and some of them share your full name.

Confused

l did the PRD and it’s clean since this event was prior to 2010.

for the FOIA request can an individual request this record or does it only apply to a company wanting the record?

Is the mail in request the only option for pre 2010 info?

Thank you for the info

galaxy flyer

Your answer is in Question 1 in the quoted post—you submit the FOIA.

Huell

Reading all of this reminded me of a friend at United ... he is a good pilot.

Colgan Air 3407 crashed at the back corner of his yard ... not much damage ... his neighbors were not quite that lucky.

What was the Captains name on that flight?

As disappointing as it might be, some people are better suited for other careers.

dera

A "top tier" regional hired a guy with 7 busts. It happens.