Flexjet Interviews
06-03-2018, 01:33 PM
#112
Banned
Joined APC: Nov 2013
Position: 7th green
Posts: 4,378
Originally Posted by bjtdrvr
Supposedly 100 pria requests from just the FO side.
Glad I'm not in their recruiting shoes.
06-03-2018, 06:40 PM
#113
Gets Weekends Off
Joined APC: Nov 2017
Posts: 170
Originally Posted by bjtdrvr
Supposedly 100 pria requests from just the FO side.
07-12-2018, 07:03 AM
#114
Line Holder
Joined APC: Sep 2017
Position: 737 FO
Posts: 90
Training Contract?
Does Flexjet have a training contract? I read somewhere there might be a 2-yr training contract and a 1-yr uniform contract? Not sure if that was old data or rumor.
And yes, I’ve read all 300 pages of the doom and gloom. Just looking for info, thanks.
And yes, I’ve read all 300 pages of the doom and gloom. Just looking for info, thanks.
07-12-2018, 01:03 PM
#116
New Hire
Joined APC: Jul 2018
Posts: 1
Ouch !
Phone interview with screener.
Tickets in and out.
Overnight Dallas Hotel at airport.
Be well dressed professional pilot without stripes.
Van Hotel to training center.
Drink Lots of water.
845 check in Bombardier.
Briefing company 30 minutes.
Drug Test.
Panel Interview Director Ops or Chief Pilots.
Who are you - tells us about yourself.
Tells us about your pilot experience.
Your Education.
Do you have any Ghosts in Your Closet.
Why do you want to work for Flex Jet.
Give us examples of how you have resolved conflict in the cockpit.
Give us examples of how you have provided extraordinary customer service.
Long conversations about how to be the ultimate servant as a copilot for extended periods of time under the worst working conditions, duty rig circumstances and substandard compensation with virtually little chance of becoming a captain unless you are a lifer.
However, a conciliatory note with true confessions by management of upcoming Direct Entry Captain Positions being awarded and promoted out of seniority to the delayed heavy jet deliveries in 2019 for those individuals that show good management promise, skill and leadership to reduce training costs and reward our loyal OneSky employees. Now that we don't have a contract to abide by, we can do what we want, when we want for the better of the company. We call that RED LABEL
These guys during the interview subtly and substantially digress into decertification of the pilots union and try to extract an opinion. Render NO opinion if you expect to gain employment.
Nice to meet you off to the simulator.
There is a short briefing about flight profile from director of training.
Chief pilot in right seat.
There is no warm up, power settings, speeds, flaps, slow flight etc.
Just grab and go.
Old Challenger 604 simulator.
ProLine 21 raw data setup.
Simulator flies nothing like the aircraft.
Fly it like a box.
Pitch forces are unrealistic so you have to muscle it then trim it out.
Roll rate is over sensitive, so you will over bank and roll thru headings.
Use slower shallower bank.
The airplane is loaded empty.
So it climbs 4000 to 5000 fpm on launch.
Remember Tail Mounted engine aircraft trim differently for speed changes as compared to under wing slung engine aircraft.
Hand Flown Raw Data
The pattern you fly is laid up tight against the runway and localizer so you got to be right with it ! On speed on configuration starting at launch.
_
In position Memphis 18R
You give your takeoff briefing
Takeoff RW Heading
Flaps 10
Max Power
V1 Vr Rotate 15 to 18 degrees
1000 feet
Flaps up
2000 for 3000 reduce power
ReTrim
Level 3000 speed 210
Comes Quick
Rt turn to 360
After Takeoff check give copilot aircraft control
Approach is pre installed
Brief 18R ILS flaps 30 to minimums and missed approach with entry into hold
Resume control
Approach Check
Descend 3000 to 2000
Speed 180 Flaps 10
Right Turn 150
Cleared for 18R ILS approach
Localizer Alive
Speed 160 Flaps 20
Localizer Capture
Glideslope Alive
Gear Down
Final Check
Glideslope capture
Speed VRef about 140 or below
Flaps 30
Standard Auto Callouts
Minimums
Landing
Full Reverse Full Stop
Reposition MEM 18R
Same configuration
V1 Cut
Full Rudder will not hold or restore the aircraft to centerline unless you instantly apply at failure because the aircraft is loaded empty.
VR
10 -12 degrees pitch
Climb V2
to 1000
Ride over
Bye Bye
If they DO NOT want to hire you regardless of how qualified you are or how well you perform and your politics are not in alignment with the current solidarity busting thinking and tactics you will get the standard answer.
"We were looking for a little more in the Customer Service portion of the panel review."
I have seen and lived this scenario multiple times before. It is not a pleasant career position to be in and it causes great pain for the front liners currently working at the company.
For those of you who are either applying for a job or are currently employed at FlexJet if you have not applied to the regionals or majors you are making a big mistake. If you are qualified to work at FlexJet you are qualified to work at the Majors or Regionals. Pilot demand is now at 4500 per year at the Majors and Regionals and will be for the next 10 years.
Pay for 3rd year copilot on widebody is 250K and 12 year captain is 400K with full benefits and retirement. Those numbers, quality of life and mutual respect for the pilot profession make the choice a no brainer.
You can have full control of your life with good employers that have good intentions rather than exploitation of good people for greed.
Stay strong and "pack your chute correctly" any miscalculation of the correct choice could end you up on an APP with a full face picture that every pilot in the major and regionals have reference to when you are introduced to them. Either casually, when you apply for a job or want to ride on the jumpseat they have your full professional history. Acceptance of a Direct Entry Captain Position out of Seniority during a Pilot Representation Dispute will BRAND YOU FOR LIFE as a SCAB.
As a note - globally almost all majors and regionals are unionized by ALPA or an IN HOUSE UNION with closed shops and have gone thru great pains to get there and to restore the profession's working conditions to it's deserved respect.
Good luck and God Speed
Tickets in and out.
Overnight Dallas Hotel at airport.
Be well dressed professional pilot without stripes.
Van Hotel to training center.
Drink Lots of water.
845 check in Bombardier.
Briefing company 30 minutes.
Drug Test.
Panel Interview Director Ops or Chief Pilots.
Who are you - tells us about yourself.
Tells us about your pilot experience.
Your Education.
Do you have any Ghosts in Your Closet.
Why do you want to work for Flex Jet.
Give us examples of how you have resolved conflict in the cockpit.
Give us examples of how you have provided extraordinary customer service.
Long conversations about how to be the ultimate servant as a copilot for extended periods of time under the worst working conditions, duty rig circumstances and substandard compensation with virtually little chance of becoming a captain unless you are a lifer.
However, a conciliatory note with true confessions by management of upcoming Direct Entry Captain Positions being awarded and promoted out of seniority to the delayed heavy jet deliveries in 2019 for those individuals that show good management promise, skill and leadership to reduce training costs and reward our loyal OneSky employees. Now that we don't have a contract to abide by, we can do what we want, when we want for the better of the company. We call that RED LABEL
These guys during the interview subtly and substantially digress into decertification of the pilots union and try to extract an opinion. Render NO opinion if you expect to gain employment.
Nice to meet you off to the simulator.
There is a short briefing about flight profile from director of training.
Chief pilot in right seat.
There is no warm up, power settings, speeds, flaps, slow flight etc.
Just grab and go.
Old Challenger 604 simulator.
ProLine 21 raw data setup.
Simulator flies nothing like the aircraft.
Fly it like a box.
Pitch forces are unrealistic so you have to muscle it then trim it out.
Roll rate is over sensitive, so you will over bank and roll thru headings.
Use slower shallower bank.
The airplane is loaded empty.
So it climbs 4000 to 5000 fpm on launch.
Remember Tail Mounted engine aircraft trim differently for speed changes as compared to under wing slung engine aircraft.
Hand Flown Raw Data
The pattern you fly is laid up tight against the runway and localizer so you got to be right with it ! On speed on configuration starting at launch.
_
In position Memphis 18R
You give your takeoff briefing
Takeoff RW Heading
Flaps 10
Max Power
V1 Vr Rotate 15 to 18 degrees
1000 feet
Flaps up
2000 for 3000 reduce power
ReTrim
Level 3000 speed 210
Comes Quick
Rt turn to 360
After Takeoff check give copilot aircraft control
Approach is pre installed
Brief 18R ILS flaps 30 to minimums and missed approach with entry into hold
Resume control
Approach Check
Descend 3000 to 2000
Speed 180 Flaps 10
Right Turn 150
Cleared for 18R ILS approach
Localizer Alive
Speed 160 Flaps 20
Localizer Capture
Glideslope Alive
Gear Down
Final Check
Glideslope capture
Speed VRef about 140 or below
Flaps 30
Standard Auto Callouts
Minimums
Landing
Full Reverse Full Stop
Reposition MEM 18R
Same configuration
V1 Cut
Full Rudder will not hold or restore the aircraft to centerline unless you instantly apply at failure because the aircraft is loaded empty.
VR
10 -12 degrees pitch
Climb V2
to 1000
Ride over
Bye Bye
If they DO NOT want to hire you regardless of how qualified you are or how well you perform and your politics are not in alignment with the current solidarity busting thinking and tactics you will get the standard answer.
"We were looking for a little more in the Customer Service portion of the panel review."
I have seen and lived this scenario multiple times before. It is not a pleasant career position to be in and it causes great pain for the front liners currently working at the company.
For those of you who are either applying for a job or are currently employed at FlexJet if you have not applied to the regionals or majors you are making a big mistake. If you are qualified to work at FlexJet you are qualified to work at the Majors or Regionals. Pilot demand is now at 4500 per year at the Majors and Regionals and will be for the next 10 years.
Pay for 3rd year copilot on widebody is 250K and 12 year captain is 400K with full benefits and retirement. Those numbers, quality of life and mutual respect for the pilot profession make the choice a no brainer.
You can have full control of your life with good employers that have good intentions rather than exploitation of good people for greed.
Stay strong and "pack your chute correctly" any miscalculation of the correct choice could end you up on an APP with a full face picture that every pilot in the major and regionals have reference to when you are introduced to them. Either casually, when you apply for a job or want to ride on the jumpseat they have your full professional history. Acceptance of a Direct Entry Captain Position out of Seniority during a Pilot Representation Dispute will BRAND YOU FOR LIFE as a SCAB.
As a note - globally almost all majors and regionals are unionized by ALPA or an IN HOUSE UNION with closed shops and have gone thru great pains to get there and to restore the profession's working conditions to it's deserved respect.
Good luck and God Speed
07-12-2018, 06:00 PM
#117
Gets Weekends Off
Joined APC: Nov 2017
Posts: 170
[QUOTE=ViperGuy69;2633152]Does Flexjet have a training contract? I read somewhere there might be a 2-yr training contract and a 1-yr uniform contract? Not sure if that was old data or rumor.
And yes, I’ve read all 300 pages of the doom and gloom. Just looking for info, thanks.[/QUOTE
Well now that the Union is gone, Kenn has stated:
5) we will be implementing personal employment contracts.
What that means? IDK.
And yes, I’ve read all 300 pages of the doom and gloom. Just looking for info, thanks.[/QUOTE
Well now that the Union is gone, Kenn has stated:
5) we will be implementing personal employment contracts.
What that means? IDK.
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