What aircraft did you get and how is the flight training so far? You are at Flight Safety correct? Also, how was indoc? Does the company pay for everything during indoc (hotel, meals, ect.) as well as during your time at Flight Safety?

 

6 of 7 received Bravo, 1 Excel/XLS. Yes, everyone goes to FSI. Indoc. was good and provided a well-rounded overview of company, procedures, survival, ect. Starting the day prior to indoc (travel day), you are paid and begin receiving per diem which would pay for meals. All hotel expenses are paid for by the company during any training or tour (indoc or a/c training included). Basically, you pay for everything and the company reimburses you.

 

Thanks for the information.

 

Thanks for the replies guys, does anyone know what the average time frame between applying and getting an interview is. Also does anyone know anyway to get noticed by their HR department, I sure would like to get on with them in the next year, not that my current gig is bad but it sure would be nice to have a steady schedule like Citation Shares.

 

BE2000CPT and Part 135 Guy -

Congrats on your getting a position with CS. Maybe in a few years I'll be seeing you on the line as I am certainly looking at CS in the future.

BE2000CPT - you said that 6 out of 7 got the Bravo and 1 got the Excel. Do you know what the deciding factor was? Was the Excel guy more or less experienced? Certain amount of TTPIC or turbine time? Was it a domicile choice?

Secondly - can you elaborate more on this statement please:

"The interview consisted of a written (20 ATP questions), technical interview with the chief pilot and an interview with HR. The technical was primarily Jepp charts, climb gradients, t/o mins, situational questions and conversations about CitationShares."

First off coming from the military I would certainly need to refresh my knowledge of Jepp charts I haven't looked at those type since the early 90s! Also - I suppose that in your flying experience you are very use to briefing approaches, talking climb gradients and t/o mins (obviously we have our own rules and I don't know how those relate to the civilian side.
Are the situational questions the "what-if" kind? I've always heard to know all you can about the company so I guess some of the questions and conversations were about CS business practices and philosophy?

Thanks - USMCFLYR

 

Hey,
Just wanted to share with you regarding Jepps, they have the Airway Manual Express which cover just one state or area and cost around $20 to $30. Along with the low charts and approaches, they include the section with all the explanations of symbols and so forth. It's a cheap way to get some Jepps charts to study. That's what I did a few years ago to get ready for interviews. Once you get use to Jepps, you'll hate having to use NOS. Using the briefing strip at the top of the Jepps plate also leads you through pretty much everything you need to cover in an approach brief. Hope that's helpful -- good luck, we're all counting on you!

 

Regarding aircraft type....It is based mostly on fleet needs and I believe (speculation on my part) your base. Many of the domiciles, especially the less populated ones are primarily one type, therefore, for ease of scheduling they'll put you in the dominant fleet with regards to your domicile. I know retired airline and military guys who have flown everything under the sun and have 10k+tt who got the CJ1, and a "barely met mins" no turbine time guy who got the Sovereign. The CJ1's are almost gone, so no new hires are being assigned, but as far as the rest, it's a crap shoot.

 

FlyHappy -

Thanks for the news. Agree with the Jepp -vs- NOS view. Of course when I started flying back 20+ years ago I trained on Jepp and really like them. Changing over to NOS of course was not a choice At least they (NOS) have recently been updated and are much more user friendly. I sure would feel a lot better about ALL this interview and prep stuff if I could bring the guy into my simulator and we could talk tech stuff about my a/c and SOP. But - that is part of the challenge. We always talk about civilian pilots with high time coming into the military world and learning OUR way of flying; this is the same. I'm diving into a whole different world of flying and I'm going to need to put a lot of things aside and learn a new way of operating. Since I don't have a lot of experience on a lot of different aircraft (although I did go through four aircraft in 3.5 years at one point), for the last 15 years I've had the luxury of concentrating one ONE airplane.

USMCFLYR

 

Highnpressurized -

I thought it would be mainly based on "needs of the service"
That is certainly a term that I am familiar with.
Good point about your domicile coming into play though. I initially thought that if you were based at one of the domiciles then you would be likely to fly trips out of that major airport (like BMI for instance) - but from other threads it seems to indicate that the only reason they (all fractionals) care about where you live is that you are close to a major airport that they can get you a flight out of to wherever your plane is to start the trip and end the trip and get you home. Am I correct in this assumption or if I was flying out of a major airport could I expect most of my trips to be scheduled departing/returning to that airport?

USMCFLYR

 

Yes, your assumption is correct.


EXTW