Kalitta 5 year ExpressJet FO interviews
10-28-2018, 06:43 AM
#11
Gets Weekends Off
Joined APC: Jul 2007
Position: 744 CA
Posts: 4,772
Originally Posted by Lockheed
The opinion you've formed is so very wrong
I've been at K4 for 8 years
NL3 for 2 years
You will not meet a nicer and more humble pilot here
He's just trying to help
Any if you who don't have ur panties in bunch can feel free to pm him or me with any questions you may have
BTW congrats to NL3 on his 747 CA award
I've been at K4 for 8 years
NL3 for 2 years
You will not meet a nicer and more humble pilot here
He's just trying to help
Any if you who don't have ur panties in bunch can feel free to pm him or me with any questions you may have
BTW congrats to NL3 on his 747 CA award
10-28-2018, 02:19 PM
#13
VHR-very happily retired
Joined APC: Aug 2007
Position: Retired
Posts: 1,409
Originally Posted by PhantomHawk
Not my opinion of the entire group. And sure, congrats to NL3 on his CA bid. Kinda shocked he hadn’t posted about it yet.
The problem, as I see it, is that you don’t know what you don’t know. Because you were very good in your last environment does not totally transfer to this environment.
A lot of you have been flying the same aircraft, to the same airports, guided by ATC. You have been working with a training department whose program is designed for brand new pilots. You know all the players, all the gouge and the examiners know you.
You have now come to the world of ACMI wide body, AQP. The techniques you have used in the past may not serve you well here. The pace of training will be like going from a C172 to a personal jet.
So that is the bad news. The good news is that you CAN do this and we are happy to have the vast majority of you. Question is, how best to succeed.
1. Do not ever think “Co-operate, Graduate”. DO ask lots of questions. Never sit mute because you don’t want to ask that question. This is your training and you have to take charge of YOUR training. However, please do not suggest changing the program to what your airline does. It falls on deaf ears and makes you look like “that guy”.
2. Get as far ahead of the training as you can. Indoc this week? In addition to Indoc during the day, you should be studying flows, procedures and using the desk top trainers located on the basement level. Put the time in ahead, or you suffer a sleepless 2 weeks while you try to keep up during flight training.
3. Ask the instructors and pilots who are in the school house for direction. EVERYONE wants you to succeed.
4. Don’t ever get caught talking about one of our Pilots who is trying to help you. NL3 is very well liked and respected. If your ego cannot handle what he is writing, you would be best served to work elsewhere. What some of you have taken as condescending was nothing but helpful advice.
5. Do not memorize, understand. Bring your prior experiences with you. For example, Kalitta has a mandatory procedure that requires you to call the tug driver and request permission to pressurize hydraulics. Is that not the same as turning on the nose wheel steering switch? You visually checked out the window before turning on that switch. In any wide body aircraft you cannot do that because you cannot see the people and equipment under the aircraft. Hence the requirement to call. Point is, take your prior experience and plug it into your new procedures. You now understand, and are less likely to forget verses memorizing.
6. The instructor and the training department work for you. Take advantage of that. Come to briefings with lots of questions. We like to say, if you show up to a briefing with no questions, you either didn’t study or you didn’t understand anything you studied. Our manuals, like all airlines are confusing.
7. The FTD and simulator are places to rehearse what you have learned prior to going in. They are not the place to learn for the first time how something works. If you go into the device with an understanding of what it should look like, it is much easier to LEARN when it looks different than you thought. Some of the best students will remark “ oh, that’s how that looks”. The devices are where you are supposed to make mistakes and learn from those mistakes. If you cannot make a mistake, correct the behavior, and move on to the next task smoothly you will experience difficulty.
This is a fast paced program where sometimes you only get to do a maneuver once or twice before you are evaluated on it. If you go into the sim unsure of the procedure because you didn’t ask about it during the briefing, you will waste your training time talking about something in the simulator that should have been covered during the briefing.
If you show up at the first day of indoc and are not very familiar with memory items, and limitations at a minimum, you are already behind. The time you put in during training will directly effect your comfort level when you are 2 days out of IOE with another new hire crossing the Atlantic while the Captain is sleeping in the back.
Those who have class dates welcome. We need you and we want you. As a pilot group we expect you to be a professional and take pride in becoming the best that you can be. Momma at the Ops center is not holding your hand and making decisions for you here. As a crew, you are given the keys to the jet and a mission to complete. It is up to you to use all available resources to complete that mission giving the highest priority given to safety.
We work in a segment of the industry where more than any other sector, procedures and experience keep you safe. You don’t yet have the experience so you have to be very good regarding the procedures. We also work in a segment where the insurance company is the driver as to where we can go. Ball up an aircraft due to poor safety and we all suffer the loss of revenue. Bust noise abatement rules because of poor procedures? We can’t go there anymore ad again we all suffer the loss of revenue.
At Kalitta, you are the “Captain” when you are the PF. You are trained as a Captain and are expected to fly like a Captain. Nobody holds your hand here like you had to with your FO’s at your last job.
Good luck to all and I look forward to meeting all of you someday. The reward for all of this hard work. Best damned flying job you ever had as long as your family can handle 16 on/15 off. Best maintained aircraft, best destinations, and best people both in and out of the aircraft I have ever had the privilege to work with. Oh, did I mention? The gross pay and benefits at the end of the year is quite good.
I hope this is of some help.
Last edited by maxjet; 10-28-2018 at 02:32 PM.
10-28-2018, 02:52 PM
#14
Banned
Joined APC: Oct 2017
Posts: 848
Good luck to those who are going there. The Internet, just like text, is very easy to misinterpret when it comes to tone and inflection. The last thing I want to do is make anybody look poorly upon those trying to go to K4. I retract my comments, and wish y’all the best.
10-28-2018, 04:38 PM
#15
Gets Weekends Off
Joined APC: Oct 2016
Posts: 846
Originally Posted by PhantomHawk
Good luck to those who are going there. The Internet, just like text, is very easy to misinterpret when it comes to tone and inflection. The last thing I want to do is make anybody look poorly upon those trying to go to K4. I retract my comments, and wish y’all the best.
To me, it sounded like you have this NL3 character pegged. His post definitely sound condescending to me. He could have more easily gone over to the pilots he is complaining about and give them this advice. But instead, he airs their dirty laundry on a public message board to let maybe a couple of pilots here who might read this thread and are going to k4 know what a checklist actually does. And at the same time lectures them by telling them to have the initiative to ask when again, he could have easily taken the initiative and mentored these new guys privately.
But then again, I’ve been misinterpreted many times here because of my poor written communication style.
10-28-2018, 04:40 PM
#16
VHR-very happily retired
Joined APC: Aug 2007
Position: Retired
Posts: 1,409
Originally Posted by PhantomHawk
Best news we’ve heard all day. Your posts reek of arrogance and insecurity. You post all over the place with the need to be recognized as “no longer a regional pilot”. Please, oh please, master of the skies, show us how to be as awesome as you are.
10-28-2018, 04:56 PM
#17
Banned
Joined APC: Oct 2017
Posts: 848
Originally Posted by maxjet
Pretty hard to misunderstand this post. Apology accepted pleas move on.
10-29-2018, 05:14 PM
#19
Line Holder
Joined APC: Oct 2018
Posts: 69
Originally Posted by maxjet
Gotta chime in here. THIS IS MY PERSONAL OPINION AND IN NO WAY AM I SPEAKING FOR THE COMPANY. I have been observing the ASA pilots for a few months. Good people but very inexperienced regarding the demands of training and flying around the world.
The problem, as I see it, is that you don’t know what you don’t know. Because you were very good in your last environment does not totally transfer to this environment.
A lot of you have been flying the same aircraft, to the same airports, guided by ATC. You have been working with a training department whose program is designed for brand new pilots. You know all the players, all the gouge and the examiners know you.
You have now come to the world of ACMI wide body, AQP. The techniques you have used in the past may not serve you well here. The pace of training will be like going from a C172 to a personal jet.
So that is the bad news. The good news is that you CAN do this and we are happy to have the vast majority of you. Question is, how best to succeed.
1. Do not ever think “Co-operate, Graduate”. DO ask lots of questions. Never sit mute because you don’t want to ask that question. This is your training and you have to take charge of YOUR training. However, please do not suggest changing the program to what your airline does. It falls on deaf ears and makes you look like “that guy”.
2. Get as far ahead of the training as you can. Indoc this week? In addition to Indoc during the day, you should be studying flows, procedures and using the desk top trainers located on the basement level. Put the time in ahead, or you suffer a sleepless 2 weeks while you try to keep up during flight training.
3. Ask the instructors and pilots who are in the school house for direction. EVERYONE wants you to succeed.
4. Don’t ever get caught talking about one of our Pilots who is trying to help you. NL3 is very well liked and respected. If your ego cannot handle what he is writing, you would be best served to work elsewhere. What some of you have taken as condescending was nothing but helpful advice.
5. Do not memorize, understand. Bring your prior experiences with you. For example, Kalitta has a mandatory procedure that requires you to call the tug driver and request permission to pressurize hydraulics. Is that not the same as turning on the nose wheel steering switch? You visually checked out the window before turning on that switch. In any wide body aircraft you cannot do that because you cannot see the people and equipment under the aircraft. Hence the requirement to call. Point is, take your prior experience and plug it into your new procedures. You now understand, and are less likely to forget verses memorizing.
6. The instructor and the training department work for you. Take advantage of that. Come to briefings with lots of questions. We like to say, if you show up to a briefing with no questions, you either didn’t study or you didn’t understand anything you studied. Our manuals, like all airlines are confusing.
7. The FTD and simulator are places to rehearse what you have learned prior to going in. They are not the place to learn for the first time how something works. If you go into the device with an understanding of what it should look like, it is much easier to LEARN when it looks different than you thought. Some of the best students will remark “ oh, that’s how that looks”. The devices are where you are supposed to make mistakes and learn from those mistakes. If you cannot make a mistake, correct the behavior, and move on to the next task smoothly you will experience difficulty.
This is a fast paced program where sometimes you only get to do a maneuver once or twice before you are evaluated on it. If you go into the sim unsure of the procedure because you didn’t ask about it during the briefing, you will waste your training time talking about something in the simulator that should have been covered during the briefing.
If you show up at the first day of indoc and are not very familiar with memory items, and limitations at a minimum, you are already behind. The time you put in during training will directly effect your comfort level when you are 2 days out of IOE with another new hire crossing the Atlantic while the Captain is sleeping in the back.
Those who have class dates welcome. We need you and we want you. As a pilot group we expect you to be a professional and take pride in becoming the best that you can be. Momma at the Ops center is not holding your hand and making decisions for you here. As a crew, you are given the keys to the jet and a mission to complete. It is up to you to use all available resources to complete that mission giving the highest priority given to safety.
We work in a segment of the industry where more than any other sector, procedures and experience keep you safe. You don’t yet have the experience so you have to be very good regarding the procedures. We also work in a segment where the insurance company is the driver as to where we can go. Ball up an aircraft due to poor safety and we all suffer the loss of revenue. Bust noise abatement rules because of poor procedures? We can’t go there anymore ad again we all suffer the loss of revenue.
At Kalitta, you are the “Captain” when you are the PF. You are trained as a Captain and are expected to fly like a Captain. Nobody holds your hand here like you had to with your FO’s at your last job.
Good luck to all and I look forward to meeting all of you someday. The reward for all of this hard work. Best damned flying job you ever had as long as your family can handle 16 on/15 off. Best maintained aircraft, best destinations, and best people both in and out of the aircraft I have ever had the privilege to work with. Oh, did I mention? The gross pay and benefits at the end of the year is quite good.
I hope this is of some help.
The problem, as I see it, is that you don’t know what you don’t know. Because you were very good in your last environment does not totally transfer to this environment.
A lot of you have been flying the same aircraft, to the same airports, guided by ATC. You have been working with a training department whose program is designed for brand new pilots. You know all the players, all the gouge and the examiners know you.
You have now come to the world of ACMI wide body, AQP. The techniques you have used in the past may not serve you well here. The pace of training will be like going from a C172 to a personal jet.
So that is the bad news. The good news is that you CAN do this and we are happy to have the vast majority of you. Question is, how best to succeed.
1. Do not ever think “Co-operate, Graduate”. DO ask lots of questions. Never sit mute because you don’t want to ask that question. This is your training and you have to take charge of YOUR training. However, please do not suggest changing the program to what your airline does. It falls on deaf ears and makes you look like “that guy”.
2. Get as far ahead of the training as you can. Indoc this week? In addition to Indoc during the day, you should be studying flows, procedures and using the desk top trainers located on the basement level. Put the time in ahead, or you suffer a sleepless 2 weeks while you try to keep up during flight training.
3. Ask the instructors and pilots who are in the school house for direction. EVERYONE wants you to succeed.
4. Don’t ever get caught talking about one of our Pilots who is trying to help you. NL3 is very well liked and respected. If your ego cannot handle what he is writing, you would be best served to work elsewhere. What some of you have taken as condescending was nothing but helpful advice.
5. Do not memorize, understand. Bring your prior experiences with you. For example, Kalitta has a mandatory procedure that requires you to call the tug driver and request permission to pressurize hydraulics. Is that not the same as turning on the nose wheel steering switch? You visually checked out the window before turning on that switch. In any wide body aircraft you cannot do that because you cannot see the people and equipment under the aircraft. Hence the requirement to call. Point is, take your prior experience and plug it into your new procedures. You now understand, and are less likely to forget verses memorizing.
6. The instructor and the training department work for you. Take advantage of that. Come to briefings with lots of questions. We like to say, if you show up to a briefing with no questions, you either didn’t study or you didn’t understand anything you studied. Our manuals, like all airlines are confusing.
7. The FTD and simulator are places to rehearse what you have learned prior to going in. They are not the place to learn for the first time how something works. If you go into the device with an understanding of what it should look like, it is much easier to LEARN when it looks different than you thought. Some of the best students will remark “ oh, that’s how that looks”. The devices are where you are supposed to make mistakes and learn from those mistakes. If you cannot make a mistake, correct the behavior, and move on to the next task smoothly you will experience difficulty.
This is a fast paced program where sometimes you only get to do a maneuver once or twice before you are evaluated on it. If you go into the sim unsure of the procedure because you didn’t ask about it during the briefing, you will waste your training time talking about something in the simulator that should have been covered during the briefing.
If you show up at the first day of indoc and are not very familiar with memory items, and limitations at a minimum, you are already behind. The time you put in during training will directly effect your comfort level when you are 2 days out of IOE with another new hire crossing the Atlantic while the Captain is sleeping in the back.
Those who have class dates welcome. We need you and we want you. As a pilot group we expect you to be a professional and take pride in becoming the best that you can be. Momma at the Ops center is not holding your hand and making decisions for you here. As a crew, you are given the keys to the jet and a mission to complete. It is up to you to use all available resources to complete that mission giving the highest priority given to safety.
We work in a segment of the industry where more than any other sector, procedures and experience keep you safe. You don’t yet have the experience so you have to be very good regarding the procedures. We also work in a segment where the insurance company is the driver as to where we can go. Ball up an aircraft due to poor safety and we all suffer the loss of revenue. Bust noise abatement rules because of poor procedures? We can’t go there anymore ad again we all suffer the loss of revenue.
At Kalitta, you are the “Captain” when you are the PF. You are trained as a Captain and are expected to fly like a Captain. Nobody holds your hand here like you had to with your FO’s at your last job.
Good luck to all and I look forward to meeting all of you someday. The reward for all of this hard work. Best damned flying job you ever had as long as your family can handle 16 on/15 off. Best maintained aircraft, best destinations, and best people both in and out of the aircraft I have ever had the privilege to work with. Oh, did I mention? The gross pay and benefits at the end of the year is quite good.
I hope this is of some help.
Last edited by UAL T38 Phlyer; 11-08-2018 at 07:19 PM.
11-03-2018, 06:32 AM
#20
On Reserve
Joined APC: Sep 2014
Posts: 17
To the Kalitta posters here, please note that this board is filled with former-XJT pilots who feel the need to make trouble for the old company and pilots who are not going to Kalitta, but who just can't avoid stirring the pot. You can feel confident that anyone calling you out on this board is NOT planning to sit in a Kalitta new hire class anytime soon, so please don't let their comments reflect badly on the good pilots we're sending to Kalitta. And thanks to Kalitta for the great opportunities.
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