Previous guidance still holds true. Had two buddies hired last week.

RST and ECIC are the way to go. Don’t waste your time or money elsewhere.

100% agree. I was hired using those two alone. Great prep!!

As the founder of ECIC, I will say that I think the ECIC prep program prepares you to be a better communicator, think on your feet, and know how to play the CRM games in use at FDX, Frontier, SWA, United, etc.

But--you gotta do the work. It is not rote regurgitation. I wince a little when I read stuff like that above because I think it gives the impression the prep is like a magic shot in the arm or something. Its not. You are going to get grilled if you do our program, and it takes about 12-15 hours min of commitment to just do the minimum. Most pilots do a lot more than the minimum to get hired.

My pet peeve is when someone says interview prep makes you sound canned. "Canned" is when you repeat what you hear others say or do--on video, in training, or on the internet. If you prepare--and as Sun Tsu said "know yourself", then you are simply communicating--using your stories, experiences, and frame of reference.

I'm glad that ECIC can help. However, my advice is don't come looking to us like we are a late night infomercial product that promises the moon and stars. We are gonna work you over, help you--but you have to do the work. Its worked for about 10,000 pilots. But its not a panacea, and while some DO cram I don't consider it a cram course. The more you put into it, the easier your interview will be.

I try not to mention much here about this--but couldn't let these last posts go.

As for the request for trip reports--suggest you check airlineinterviews.com or willflyforfood. There are reports (unverified) of a candidate getting an offer rescinded for putting out too much info about their interview. When you sign an NDA or similar agreement, you need to honor it. That is common sense. Airline interviews and the questions they ask follow historical patterns, and don't change much over time. The old reports out there on the webs are probably more than enough to help you get your stories and thoughts organized so you can answer about anything they ask.

FedEx fired the RST founder last year. Legal is very engaged right now in hiring and recruiting, and whether or not you think its right, reasonable, or fair is irrelevant. Legal doesn't like it, and they have made that clear. If you come on these sites--or others--and blather about YOUR interview experience you aren't that hard to triangulate. UPS got the names of several APC posters a while back, and I'm sure that isn't the only case where that has happened. I don't want anyone to bust their butt to get hired, then suddenly swagger on the boards spewing info about their interview now that they "made it" to the big leagues. I know your intent would only be to help, but I think in this environment it could cause you a great amount of heartache. There is simply no need to do that--info is available, abundant, and free or very cheap on the internet.

The above post was nothing more than a compliment to the two programs mentioned. I always tell everyone to put in the work, but to “have faith in their preparation and hard work.”

Anyone that doesn’t give max effort to prepare themselves for the biggest Interview of their career flat out doesn’t deserve the job anyways.

Good luck to all hopefuls!

Could anyone elaborate on what the 777 schedules at FDX look like? Easy for commuters? How many days off a month? What kind of lines go junior/senior?

Thanks in advance!

The trips run the gamut from out and backs to Newark to 14 day trips around the world. If I were to over simplify, I would say that typically one would either do a single trip of 12-14 days or two trips of 8ish and 5ish days. Easier on commuters because of fewer trips in a month, but very little flexibility in changing your schedule after the bid comes out. Front and backhead deadheads (which improve commutability) go more senior. Carryover goes senior.

I am filling out my app now and it lists multiple variants of the CRJ including listing landings separately. Going through 10+ years of flying the 200/700/900 is a lot to manually go through. Do they really care about breaking time up by variant and if so is there any easy way to do this?

I did, it was a pain, but I did it. Luckily, the airline I flew it at flew them separately (so I know all time from one date to another was all CRJ700 time) and had different sets of tail numbers, so while time consuming it wasn’t too hard.

Can anyone hit the the bullet points on foreign duty assignments?
Are they going out to new hires?
Stipends?
A/C
Pay
General comments......

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