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Advice from Compass Pilots and Recent Hires?

Old 05-30-2018, 05:44 PM
  #1  
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Default Advice from Compass Pilots and Recent Hires?

There are other threads in other forums from guys who are pondering a career change from <insert career here> into aviation. I'm in the same group, but wanted to ask the wisdom/advice from this group of current Compass pilots and relative new hires. A little background: I'm 47, have had a great (but not completely satisfying) career in engineering and have the vast majority of my TT in a 210 that I've owned since 2003. Family and finances are stable at this point, and I feel that now a good time as any if I am going to make the jump.

I decided to go ahead and submit my app to Compass 3 weeks ago but I haven’t heard back from them. I’d like to think that it’s because I’m just not ripe enough yet. The only other reason I can think of, as disclosed in my app, is that I failed my private check ride in 1998 (had to repeat emergency decent and slip to landing). I would be more worried if that was the reason they haven’t called me.

Based on research in this forum, I put Compass at the top of my list of candidates because (in order of importance to me):

1. Shorter reserve time.
2. All west coast bases = ‘easier’ commute from OAK or SMF.
3. Average total residence there for FO/CA is 3-4 years.
4. Upgrade soon after eligible.
5. All E175s.
6. ‘Higher’ FO pay than most others (although not a huge difference)
7. Some of the guys on the forum make me laugh out loud with their posts.

For the same criteria, Horizon is on the list and so is SkyWest. I am concerned about QOL if I join SkyWest due to DTW/MSP junior basing and the new reserve rules that seem to be getting a lot of complaints on this forum. Reserve time would undoubtedly be longer.

I realize that I need to take things one step at a time. I’m up to 1385 TT, so here’s my planned sequence to become more ripe:

1. 1st class medical. Good health so no issues anticipated. Scheduled for June 18.
2. CAX written. Planned completion by June 15.
3. CAX ASEL training (in my 210).
4. CAX ASEL check ride (in my 210).
5. AMEL training (1.4 hours so far).
6. AMEL/CAX check ride.
7. Build min 25 hours AMEL.
8. Continue to fill in hours to get closer to ~1480 TT, including about 13 hours of night.

I am a freelance engineer so my schedule is VERY flexible, allowing for a great deal of focus of time and effort to become more ripe.

The point of some anxiety is the need to forecast the timing of the ramp down my engineering projects and feather into the FO job training. A CJO in the near future would sure make that planning easier, but I know I have to be patient.

Does my plan seem sound? At what point do you feel I'd be ripe and could have better hope of hearing from Compass? Please feel free to share your candid thoughts here or via PM.

Thanks a bunch!
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Old 05-30-2018, 05:51 PM
  #2  
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Call them up, sometimes there's issues with companies seeing the apps
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Old 05-30-2018, 05:54 PM
  #3  
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Originally Posted by 210Av8r View Post
There are other threads in other forums from guys who are pondering a career change from <insert career here> into aviation. I'm in the same group, but wanted to ask the wisdom/advice from this group of current Compass pilots and relative new hires. A little background: I'm 47, have had a great (but not completely satisfying) career in engineering and have the vast majority of my TT in a 210 that I've owned since 2003. Family and finances are stable at this point, and I feel that now a good time as any if I am going to make the jump.

I decided to go ahead and submit my app to Compass 3 weeks ago but I haven’t heard back from them. I’d like to think that it’s because I’m just not ripe enough yet. The only other reason I can think of, as disclosed in my app, is that I failed my private check ride in 1998 (had to repeat emergency decent and slip to landing). I would be more worried if that was the reason they haven’t called me.

Based on research in this forum, I put Compass at the top of my list of candidates because (in order of importance to me):

1. Shorter reserve time.
2. All west coast bases = ‘easier’ commute from OAK or SMF.
3. Average total residence there for FO/CA is 3-4 years.
4. Upgrade soon after eligible.
5. All E175s.
6. ‘Higher’ FO pay than most others (although not a huge difference)
7. Some of the guys on the forum make me laugh out loud with their posts.

For the same criteria, Horizon is on the list and so is SkyWest. I am concerned about QOL if I join SkyWest due to DTW/MSP junior basing and the new reserve rules that seem to be getting a lot of complaints on this forum. Reserve time would undoubtedly be longer.

I realize that I need to take things one step at a time. I’m up to 1385 TT, so here’s my planned sequence to become more ripe:

1. 1st class medical. Good health so no issues anticipated. Scheduled for June 18.
2. CAX written. Planned completion by June 15.
3. CAX ASEL training (in my 210).
4. CAX ASEL check ride (in my 210).
5. AMEL training (1.4 hours so far).
6. AMEL/CAX check ride.
7. Build min 25 hours AMEL.
8. Continue to fill in hours to get closer to ~1480 TT, including about 13 hours of night.

I am a freelance engineer so my schedule is VERY flexible, allowing for a great deal of focus of time and effort to become more ripe.

The point of some anxiety is the need to forecast the timing of the ramp down my engineering projects and feather into the FO job training. A CJO in the near future would sure make that planning easier, but I know I have to be patient.

Does my plan seem sound? At what point do you feel I'd be ripe and could have better hope of hearing from Compass? Please feel free to share your candid thoughts here or via PM.

Thanks a bunch!
You aren’t even a commercial pilot and you wonder why you aren’t hearing back? You still have 2 checkrides to go before you would even be eligible

On a side note pilots with your background (all GA without any actual job experience) tend to struggle in airline training. There’s at least one regional that has completely stopped hiring people with that sort of background
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Old 05-30-2018, 06:14 PM
  #4  
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Originally Posted by 210Av8r View Post
There are other threads in other forums from guys who are pondering a career change from <insert career here> into aviation. I'm in the same group, but wanted to ask the wisdom/advice from this group of current Compass pilots and relative new hires. A little background: I'm 47, have had a great (but not completely satisfying) career in engineering and have the vast majority of my TT in a 210 that I've owned since 2003. Family and finances are stable at this point, and I feel that now a good time as any if I am going to make the jump.

I decided to go ahead and submit my app to Compass 3 weeks ago but I haven’t heard back from them. I’d like to think that it’s because I’m just not ripe enough yet. The only other reason I can think of, as disclosed in my app, is that I failed my private check ride in 1998 (had to repeat emergency decent and slip to landing). I would be more worried if that was the reason they haven’t called me.

Based on research in this forum, I put Compass at the top of my list of candidates because (in order of importance to me):

1. Shorter reserve time.
2. All west coast bases = ‘easier’ commute from OAK or SMF.
3. Average total residence there for FO/CA is 3-4 years.
4. Upgrade soon after eligible.
5. All E175s.
6. ‘Higher’ FO pay than most others (although not a huge difference)
7. Some of the guys on the forum make me laugh out loud with their posts.

For the same criteria, Horizon is on the list and so is SkyWest. I am concerned about QOL if I join SkyWest due to DTW/MSP junior basing and the new reserve rules that seem to be getting a lot of complaints on this forum. Reserve time would undoubtedly be longer.

I realize that I need to take things one step at a time. I’m up to 1385 TT, so here’s my planned sequence to become more ripe:

1. 1st class medical. Good health so no issues anticipated. Scheduled for June 18.
2. CAX written. Planned completion by June 15.
3. CAX ASEL training (in my 210).
4. CAX ASEL check ride (in my 210).
5. AMEL training (1.4 hours so far).
6. AMEL/CAX check ride.
7. Build min 25 hours AMEL.
8. Continue to fill in hours to get closer to ~1480 TT, including about 13 hours of night.

I am a freelance engineer so my schedule is VERY flexible, allowing for a great deal of focus of time and effort to become more ripe.

The point of some anxiety is the need to forecast the timing of the ramp down my engineering projects and feather into the FO job training. A CJO in the near future would sure make that planning easier, but I know I have to be patient.

Does my plan seem sound? At what point do you feel I'd be ripe and could have better hope of hearing from Compass? Please feel free to share your candid thoughts here or via PM.

Thanks a bunch!
Your application will not be visible in the system because you do not posses a 1st class medical and are a private pilot. Once you possess the required certificates and your application reflects it your application will become visible.
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Old 05-30-2018, 07:04 PM
  #5  
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Originally Posted by KelvinHelmholtz View Post
You aren’t even a commercial pilot and you wonder why you aren’t hearing back? You still have 2 checkrides to go before you would even be eligible

On a side note pilots with your background (all GA without any actual job experience) tend to struggle in airline training. There’s at least one regional that has completely stopped hiring people with that sort of background
Lol, so he'll do some chandelles in his airplane hes flown for 15 yrs. I think he'll manage. The better CPL training would be to just sit and talk in the 210 for 3 hrs with another pilot, occasionally eating snacks and going to the bathroom, laughing about PAs on gaurd and exchanging tips about getting on at the majors.


Anyway


Best wishes to you sir, hope you can make the jump. Not sure how much instrument flying you've done, but that would be something to focus on. I recommend the DA42 for your multi. Its crazy expensive but has a flight director and vnav, and of course its glass, so it's good exposure. If your from the bay area I know a guy that flies them a lot, know him for 10 yrs. Just PM me. I have a lot of respect for engineer-pilots. You'll do just fine if you put the work in, but you know that. Good plan, hope to see you here.

-Swag
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Old 05-30-2018, 07:29 PM
  #6  
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Originally Posted by BobbyLeeSwagger View Post
Lol, so he'll do some chandelles in his airplane hes flown for 15 yrs. I think he'll manage. The better CPL training would be to just sit and talk in the 210 for 3 hrs with another pilot, occasionally eating snacks and going to the bathroom, laughing about PAs on gaurd and exchanging tips about getting on at the majors.


Anyway


Best wishes to you sir, hope you can make the jump. Not sure how much instrument flying you've done, but that would be something to focus on. I recommend the DA42 for your multi. Its crazy expensive but has a flight director and vnav, and of course its glass, so it's good exposure. If your from the bay area I know a guy that flies them a lot, know him for 10 yrs. Just PM me. I have a lot of respect for engineer-pilots. You'll do just fine if you put the work in, but you know that. Good plan, hope to see you here.

-Swag
...ah ha...one of the guys from #7 on my top list! I am near the Bay Area (Stockton) so I'll send you a PM.

Regarding IFR...because I don't have an autopilot in my 210, I cancel when a flight would involve more than a fair amount of hard IFR flying. I just don't tangle with turbulence in IMC because that's no fun to hand fly for so long. Despite that, I still file IFR 98%+ of the time just because I enjoy being in the system. I've maintained instrument currency and proficiency continuously since owning the 210 so I feel reasonably comfortable in that arena.

I appreciate the advice from all perspectives and will continue plugging along!

Last edited by 210Av8r; 05-30-2018 at 08:07 PM.
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Old 05-31-2018, 07:31 AM
  #7  
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Get your instrument, commercial and 1st class medical knocked out and I have little doubt you will receive a call shortly thereafter. Plenty of people going through training right now with very little actual instrument flying due to flying on the west coast most of their previous flying careers. If you have been staying current then that is what is most important. I agree with what was mentioned above about getting some Flight Director/Glass experience, even if it's a few hours. The instrument flying you are used to (assuming needle flying) is pretty much useless at this level until you're in the terminal environment. Instrument flying in these aircraft is telling a computer (Flight Management System) what you want to fly and making sure that you are in the correct Flight Director mode to allow the plane to fly it. If you can get that Flight Director experience you will be slightly ahead of many people currently going through training. I don't think your failure from Private Pilot is any sort of disqualifier, at least not in today's demand. I don't recommend failing your INST/COMM when you do take them, as that won't look very good and could prevent you from getting the call. There are a few other options out there too if you want to get some more experience. I've got a buddy flying with Boutique Air and they use the same Flight Management System as we do. Either way, go and get those tickets put on your license and update your application. Until you have those, I wouldn't expect a call. Good luck.
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Old 05-31-2018, 09:26 AM
  #8  
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I wouldn't bother with the commercial single engine. Do your commercial multi; you can always get a single engine add-on later if you want.
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Old 05-31-2018, 04:56 PM
  #9  
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Just graduated from the schoolhouse and I’ve watched trainees struggle with the FMS and automation (autopilot and the VNAV function and how it all ties in with the FMS).

If you can find a way to get training on an FMS, and learn to fly via autopilot, you’ll boost the likelihood of success in the 121 world.

Good luck!
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Old 06-03-2018, 06:53 PM
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Originally Posted by Terrain View Post
Just graduated from the schoolhouse and I’ve watched trainees struggle with the FMS and automation (autopilot and the VNAV function and how it all ties in with the FMS).

If you can find a way to get training on an FMS, and learn to fly via autopilot, you’ll boost the likelihood of success in the 121 world.

Good luck!
I heard Flight Simulator 2004-what ever the present version is, helps. If you want to go that route.
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