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Originally Posted by BobSacamano
(Post 2666528)
Just the same as with the majority of new regional pilots, who are transitioning from 172s to ... wait for it ... jets.
The blind jealousy on this forum sometimes is kind of disappointing to see. Sent from my LG-H931 using Tapatalk |
Originally Posted by misterpretzel
(Post 2666617)
Apparently the people here *****ing know more about what makes a good United pilot than United themselves.
Sent from my LG-H931 using Tapatalk |
Originally Posted by BobSacamano
(Post 2666528)
Just the same as with the majority of new regional pilots, who are transitioning from 172s to ... wait for it ... jets.
The blind jealousy on this forum sometimes is kind of disappointing to see. It's not blind jealousy.
Originally Posted by Flyhayes
(Post 2666553)
The difference is that regional captains are used to training their first officers into into competent 121 pilots. A legacy captain on the other hand, likely has very little experience trying to transform a GA guy into an efficient 121 operator .
This. Let alone the patience |
Originally Posted by Hawker445
(Post 2666629)
This.
Let alone the patience I don't think they'd be happy to have to provide basic instruction, but they are far from grouches that expect perfection. The guys and girls that get to UA through this program will be put through the same training that the rest of us have. I'm sure they're more than capable of succeeding. The issue isn't those selected through the program. We know that. I certainly didn't feel like I belonged after the introductions were made in indoc. The caliber of people that I was surrounded by was pretty astounding. Giving up class slots when highly qualified pilots are overlooked is what drives people nuts. Sent from my ZTE A2017U using Tapatalk |
Originally Posted by Flyhayes
(Post 2666553)
The difference is that regional captains are used to training their first officers into into competent 121 pilots. A legacy captain on the other hand, likely has very little experience trying to transform a GA guy into an efficient 121 operator.
Regional LCA’s and CA’s are additionally tasked with not only helping the new pilot adapt to a new plane and company, but often how to fly a complex aircraft in a crew environment. And sadly sometimes, how to fly. Whereas, at the legacy level that’s just not the case. And for those screaming that “the Europeans have been doing it for years!!!” Apples to oranges. Their screening/selection process is light years ahead of the UAL program. And their IOE process is more, usually A LOT MORE.. |
Originally Posted by Lockonn
(Post 2662478)
Good afternoon all,
I have been hired by LAT Arizona (Flight School) to work as a CFI for 1.5 years to then transition directly to United Airlines. It is by far, the quickest way to get to a legacy carrier! I wanted to start this thread to inform anyone interested about the program to help guide you through the process. If you are approaching minimum 500 hours or have more, please feel free to private message me to get more details on the program. |
Originally Posted by dreamerwalker1
(Post 2874585)
The ad I was sent by LAT was for CFI at LAT, then fly for a UAX partner, maintain good standing and then "Become United"
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Originally Posted by John Carr
(Post 2666646)
And for those screaming that “the Europeans have been doing it for years!!!”
Apples to oranges. Their screening/selection process is light years ahead of the UAL program. The Euro LCC programs entrance requirement is: "Does the check clear?" I used to be an ab initio instructor for an orange airbus carrier over there. It's very much pay 2 fly. |
Originally Posted by Varsity
(Post 2880999)
Except it's not.
The Euro LCC programs entrance requirement is: "Does the check clear?" I used to be an ab initio instructor for an orange airbus carrier over there. It's very much pay 2 fly. |
Originally Posted by dreamerwalker1
(Post 2874585)
The ad I was sent by LAT was for CFI at LAT, then fly for a UAX partner, maintain good standing and then "Become United"
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