Training Update
 

Anyone got an update on how long training is taking? Are they getting classes through in 8 weeks or any delays happening?

And how long to get thru IOE, from the time you take your check ride in the sim?

I got started on the Feb 18th class. Company is better that other Regionals I worked for before. Sounds like they are short staffed right now as pilots and instructors are moving to the mayors. All I know is that is supposed to take over all 95 days but we may be looking at a two week break from the end of systems ground in FSI until getting to the sims.
so far it has been a great experience.
For reference I’m a DEC with 5K hours and PIC typed on the CL65 so I got all the bonuses as a PIc 80K total and they are true to their word, all in black and white!

Company won’t be around in 95 days

Ok Nastradamus

95 days?! Are you including IOE?? Should be only about 8 weeks if you went straight through:
2 weeks indoc @ GoJet
3 weeks systems @ FSI
5 CPT sessions & Oral
9 sim sessions + checkride

First time poster with a very sunny disposition toward G7. Sounds suspicious to me...

Please present evidence.

So now this thread is hijacked, and I probably will never get an answer to my original question. Why do people feel the need to do this??

Probably because of all the recent news regarding the sister carrier and the source of the name ‘Trans States Holdings’...at least if I had to guess.

My guess is GoJet will be around in 3 months, even if TSA has wound down by then, but 3 years looks tough given that TSH management has said that TSA was losing $10+ mm per year and accelerating.

If that’s the case TSH management is either massively incompetent or UA is wildly under-valuing labor costs at regional feed in their FFD contracts. Either way 550 won’t save anyone if you *aren't* part of the UA chosen crowd.

What was the accommodation like and did it include a kitchen for cooking meals (not just a microwave)?

How often are they running new hire training currently ?

2 classes a month. Anywhere to 25-35 people in each class


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How long is it taking to get thru all the training needed before IOE ? A couple months I’m assuming .

At this very moment. You can expect 2 months off after your checkride. We had a lot of Check Airmen leave. But we also have a lot of new check Airmen waiting for their letters from the FAa


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This is pretty accurate, if a bit conservative. I’m currently sitting my twelfth week post checkride, with some classmates getting IOE assignments. I got my observation flights done Sept 19th, so it’s been 5 weeks since I last saw the inside of the jet.

But to answer your previous question Jptaviation, there’s 2 weeks basic Indoc, 3 weeks systems ground, a couple days prep and oral check if you’re eligible, then about 2 weeks of SIMs before checkride. The footprint non-stop would be 8 weeks, however there are breaks between the big phases I just listed. As the year has progressed, the breaks have been stretched or possibly restructured. For example I went straight from Indoc to Systems but I understand a week off has been put there for classes nowadays. I had 2 weeks between oral check and SIMs, but last I heard there was 3 weeks for other pilot classes. My training footprint ran from mid May to the first week of August, nearly 12 weeks in total.

Did you recieve pay those months you waited or you were not in training ?

you will receive min guarantee.

So 12 weeks total to finish training but how long until you finish a IOE ? How many weeks or months of waiting after training ?

Today makes 12 weeks of wait for me, post checkride, still no IOE assignment.

The word from training management is that they need to prioritize Captain upgrades and DECs regardless of class date. A tentative expectation of getting to the FOs who are approaching consolidation deadlines is two more weeks. They acknowledged it’s a problem but are in shorter supply of Captains than FOs.

The COVID year really jacked with the pilot labor market, which was already bad to begin with. Everyone was locked in their current position for several months beyond normal, if they weren’t furloughed. So not only are Captains leaving quicker than they can be replaced now that Majors are hiring again, but FOs who were eligible to upgrade throughout 2020 were not able to upgrade due to stagnant growth. Those guys continued to accrue total and turbine time, and they are highly competitive to move to LLCs. I don’t blame pilots who are not bothering with the upgrade process and subjecting themselves to junior Captain status when they can just maintain currency while they wait for a class date at an LLC and go make more money as an FO on bigger metal.

Management says they are attempting to bring on new check airmen to relieve the bottleneck, but of course that process involves FAA approval so it’s not an instant thing. For the moment they are doing the best they can, or so they assure us.

We are all getting paid min guarantee to sit here, which is better than nothing but not nearly as much as we’d like. Honestly the biggest concern at this point is how rusty we’ll be when we finally get our assignments. Most of us are still doing some maintenance-studying on flows, limitations and other SOPs, but there is no amount of chair flying that will help with landing or stick and rudder type skills.

How many warnings were you guys given about this specific regional “airline”? Hundreds of posts on how this management treats its employees once they “welcome” you through their trap doors.

You can’t blame anyone but yourselves for deciding to try this crap show. The good news is your life and career will only get better from here once you finally bounce. You played with fire and got burned.

The only warning people need is to ignore people like you.


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Look yourself in the mirror on that one recruiter. And while you’re looking at yourself in the mirror, take off your GoJet hat and removed the clown paint from your face 🤡.

Well. Do you feel better now that you got that ‘I told you so’ off your chest?

I accepted a job offer here back before the hiring freeze thawed. GoJet was the first to call and they offered the earliest class date. Since getting back into 121 was better for the resume than another few months as a CFI, it was a gamble I was willing to take. Once the other companies started hiring again, I didn’t want to be the pilot that just bails without finishing a 121 training cycle. Regrettably, I turned down other offers, but I don’t want to have to explain to Southwest or whoever later on why I left GoJet in the middle of their training. Maybe some pilots don’t think that’s a big deal, but to the person who has to decide whether or not it’s worth it to invest thousands of dollars into your training, it’s a factor.

I’m carefully considering all my options right now. The waiting game is brutal, but Line holders are getting 90+ hour lines, and one of my classmates who finished IOE in time to bid already has a line for November. When the goal is to get the hours and move vertically through the industry as quickly as possible, putting up with mismanagement in some respects is acceptable, or at least it’s a trade-off to avoid sitting reserve for months on end and accruing very little time. Of course, I realize I say that while waiting 3 months for IOE, but the bottleneck wasn’t this backed up when I signed on. Classes ahead of us in IOE had only waited about 3 weeks. The situation changes rapidly in this industry.

At this point I’m just trying to put the truth out there, without all the trash-talking. Insulting pilots who choose to come here is not helpful, because it encourages people to ignore everything you say. When your posts read like you have an axe to grind with a particular company, it’s easy to write off your complaints as biased. The same goes for company cheerleaders. It’s just like talking to a recruiter, they will only sell the good aspects and they will dodge negative topics like a seasoned politician.

However, if a pilot is willing to say ‘hey, I made the choice you’re considering, and here’s the reality of my experience’ without sounding like a bitter ex-girlfriend, the information provided can be helpful. At least the pilots reading this now can make a more informed decision than I did. The problem with posts two years ago complaining about this company is that they can’t be relied on to reflect the status quo. Three months from now, the info I’m providing could be completely inaccurate.

I do agree that it can only get better though. Even if GoJet doesn’t survive their growing pains, it’s a net positive for every pilot with a new type rating or ATP certificate and any additional 121 experience.

Well said.

If you wanna build your time, upgrade, get your time and get out at quickly as possible. This is the place to do it. Yes this place has training pains and management pains. But hey, I hold a line with days I want off. I can fly 90+ hours if I choose too, make extra money to choose too. I came here to get my time. Upgrade ASAP. Get my 1000 PIC and get out ASAP and it’s happening.


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How are you suppose to build time when you’re waiting to start IOE for 6 months. Let’s hope this place is still running in 6 months. You seriously have to be out of your mind or clueless to think this is the correct choice to start your career.

As the poster that replied to me said, some guys were just trying to get out of the CFI job, I can understand that position, but the warnings were given.

Btw idk what’s going on, but from causal conversations with UA crew, I’ve heard Gojet is ****ing off UA management. A contract was signed, and tbh UA is only to blame for being foolish enough to try a trans states holdings ran operation.

So from what i have been reading and asking people that fly with different regionals everyone is backed up for IOE from 3-6 months. Also i don't understand if United is so disgruntled with GOJET why would they give them more premium flight routes going forward this year and 20 more aircraft over the next year.

Yes this is true. I have friends at other places. Training is backed up everywhere


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Training Update
 

I think it’s funny that you’re at United now and still come on the forums and attack other people. Like if you really are at United why still come here? Your at the end goal. Why so focused on what everyone else is doing. Focus on yourself. You’re on Air Whiskeys page a lot. You must be or used to be one of them. No wonder you hate GoJet so much lol
Just another troll

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Yes, some places will front load the delays, and risk not getting pilots to even show up for class, because some other places back load the delays and get you on the hook before stringing you along. Either strategy it sounds like there’s some degree of waiting everywhere. All the regional companies rent the same sims with few exceptions. Every company in the industry either massively scaled down or completely stopped their training departments. All regionals are hemorrhaging pilots right now, and if they aren’t losing experienced crew, then growth prospects are suspect.

At the end of the day it’s on each individual pilot to make the best decision personally. Everyone has individual preferences and needs so it’s not that useful to take blind advice when what each pilot should do is figure what they want out of a particular career phase. If I was sitting in Mr. Incredible’s seat, I’d have a different outlook. After all, my goal is to fly the paint off a jet and get out of regional hell as soon as possible. Some pilots don’t mind sitting at a regional for several years because they believe the ‘flow’ is worth it. I think a ‘flow’ is a double-edged sword personally, so it’s not a factor in my decision-making. Some want decent quality of life and are willing to spend more time at a ‘better regional’ to get it. I’m willing to sacrifice a little QOL for a couple years while I’m still young, in order to start working on seniority at my destination airline sooner.

I’m not sitting in on the United board meetings, so I can’t tell you what they think about anything. I know they keep giving GoJet more flying than we can staff, and GoJet keeps converting 700s to 550s at a rate of full steam ahead. While the company is on target in terms of adding 2 jets per month to the Ops Specs, getting the pilots on line to fly is not so smooth. Given the resurgent pilot shortage, maybe big daddy United will have the patience to wait for GoJet to deliver on its promise. Or Maybe they’ll start throwing money at the problem like American has with PSA and their ‘187,000’ in bonuses (read the fine print my friends). Or maybe United will cut its losses and find some other high performing regional outfit to fly its 550s(haha). I’m willing to wager that not even United has that figured out yet.

At the end of the day you’re reading the perspectives and opinions of a bunch of strangers on the internet. Take all the information and try to make a good decision for yourself. I wish you all the best of luck and I hope my input is of some use to others.

whats even more funny is watching you do the same thing on the ZW / C5 threads. Pot calling the kettle black much? 🙄

This is incorrect, SkyWest IOE’s are getting scheduled anywhere from 4 days to a couple weeks out from checkride completion.
Also, there are zero training delays at OO, unlike other places where you’ll wait weeks or months in between INDOC/Ground/Sims.
Not every regional is dropping the ball right now.

It’s simply their strategy to front load the delay. My understanding is that Skywest isn’t giving class dates until next spring, and banking on pilots being willing to wait. They risk losing crew-members to a competitor offering bigger bonuses and sooner class dates in the meantime, but on the positive side they won’t have to invest time and money into impatience. For the record I don’t think this is a bad strategy, but the delays DO exist at Skywest, as well as everywhere else. I’m not accusing Skywest of ‘dropping the ball’ here, they’ve just elected to handle the training pipeline challenges a different way than other companies who want people in the door first and then delay later after you’re on payroll. A pilot could decide they’d rather get paid for the delays than to wait until May to even get a check. Either way it does sound like we’re all going to wait.

The reason classes are out that far is because all new hire classes between now and then are literally full... We are doing 200-250 new hires every month with NO training delays during initial training.

And if you are available to go to class on a moment's notice you can get into a Skywest class quickly when people can't attend at the last minute.

Personally, I believe a few weeks off after the SIM is a good way to go.

Meh - I think a choice should be given. Some people want to hit it and get started right away and others would like a bit of time off. I believe you're given minimum 3 days off after LOE at Skywest before getting started on IOE.

Ah, I see. I assumed Skywest management had some big brain planning going on. But if they’re doing full classes of 50 every week with no delays….. they must have access to dozens of SIMs, instructors and so on. That’s quite remarkable, good for them. Is there a lot of attrition at the Captain level to facilitate seniority list movement, or are all these new FOs going to sit reserve a while?

We're using sims in SLC, DEN, ATL, CVG and STL. LOTS of attrition; losing >70 captains and another 70-80 FOs each month.

Do you need to be 90 day landing current to start IOE?

According to 121.439, landing currency can be reestablished under the supervision of a check airman, and this can be accomplished in the airplane or sim. My understanding is no, you don’t need to be current to start IOE.

https://rgl.faa.gov/regulatory_and_g...lookup/121.439

I reserve the right to be mistaken in my interpretation of regs at any time. ;)

I could be wrong but according to that reg I interpret it as you cannot regain currency in the aircraft since a V1 cut is required which you can’t do in the airplane.

“

• (i) At least one takeoff with a simulated failure of the most critical powerplant;
• (ii) At least one landing from an ILS approach to the lowest ILS minimum authorized for the certificate holder; and
  
  (iii) At least one landing to a full stop.”