trying to get on with CAL
04-23-2006, 07:13 AM
#11
Gets Weekends Off
Joined APC: Aug 2005
Posts: 455
As far as PIC time to get on at CAL. I can think of at 5 off the top of my head that got hired with 0 PIC turbine time in the last 6-9 months. You have to know the right people I guess. I have just over 800 PIC turbine and got hired.
04-23-2006, 07:28 AM
#12
Gets Weekends Off
Joined APC: Feb 2006
Position: DD->DH->RU/XE soon to be EV
Posts: 3,732
Originally Posted by calcapt
Where did you get your information about Continental hiring "alot of guys" with no turbine PIC. I have very good access to who is getting hired and their qualifications and I can tell you categorically that your statement is incorrect. Are there exceptions? Probably a few, but the numbers are extremely small. Let me again say how important the 1000 hours of turbine PIC time is. Turbojet time is preferred but a strong candidate can get in the interview pile with Turboprop only time.
Well, alot may overstate. 2 FO's from my former employer. That's right FO's, never had any turbine PIC time. Besides, ask anybody at XJet, there a FO's going to class, no PIC time. Sons, daughters, interns, whatever.
Last edited by dojetdriver; 04-23-2006 at 11:05 AM.
04-23-2006, 07:58 AM
#13
Gets Weekends Off
Joined APC: Apr 2006
Position: Sofa Stress Tester
Posts: 614
Hey CalCapt:
Couple of questions,
1. Does CAL mostly prefer pilots from regionals, or do they also like 135 cargo pilots?
2. What is the average pilot schedule, day's on vs off. I.E. how easy is it to commute?
3. Finally, considering the last couple of years and their events. Do you still enjoy the airline pilot life?
Any light you can shed on these questions would be greatly appreciated.
Ziggy
Couple of questions,
1. Does CAL mostly prefer pilots from regionals, or do they also like 135 cargo pilots?
2. What is the average pilot schedule, day's on vs off. I.E. how easy is it to commute?
3. Finally, considering the last couple of years and their events. Do you still enjoy the airline pilot life?
Any light you can shed on these questions would be greatly appreciated.
Ziggy
04-23-2006, 11:04 AM
#15
Gets Weekends Off
Joined APC: Feb 2006
Position: DD->DH->RU/XE soon to be EV
Posts: 3,732
Originally Posted by dojetdriver
Well, alot may overstate. 2 FO's from my former employer. That's right FO's, never had any turbine PIC time. Besides, ask anybody at XJet, there a FO's going to class, no PIC time. Sons, daughters, whatever.
Actually, 3 FO's from my previous employer.
04-23-2006, 09:07 PM
#16
Gets Weekends Off
Joined APC: Apr 2006
Position: School Bus
Posts: 134
Originally Posted by calcapt
Take the immediate CA upgrade - no question! Additional turbojet SIC time is not what you need. 10 months of PIC time is 700 to 800 hours. In one year you may be able to move back to the jet as a captain, but you will have a great start on that very important PIC time. I would be happy to discuss the caddy issue with you if you give me a way to contact you off this forum. I can't PM you until you have 25 posts.
Hmmm, I only need to go spam the forums with 13 more posts so that you can PM me....on second thought, it would probably be easier if I just gave you this ([email protected]). Sincere thanks for all the input, I look forward to discussing golfing opportunities with you.
04-24-2006, 12:11 PM
#17
Gets Weekends Off
Joined APC: Mar 2006
Posts: 296
there must be thousands of regional pilots with 3000+ PIC turbojet. its sad that in this industry you get to bypass them all with no PIC time just cause you know someone.
In every industry its who you know. That is why most companies will first interview folks with internal recs. That is the only way to move your app to the short stack. It's seldom the most qualified applicant that gets the job, you just have to meet the mins. Network, Network, Network!
In every industry its who you know. That is why most companies will first interview folks with internal recs. That is the only way to move your app to the short stack. It's seldom the most qualified applicant that gets the job, you just have to meet the mins. Network, Network, Network!
04-24-2006, 02:33 PM
#18
Gets Weekends Off
Joined APC: Jan 2006
Position: Spartan
Posts: 3,652
Originally Posted by ShortBus_Driver
CALCAPT:
Hmmm, I only need to go spam the forums with 13 more posts so that you can PM me....on second thought, it would probably be easier if I just gave you this ([email protected]). Sincere thanks for all the input, I look forward to discussing golfing opportunities with you.
Hmmm, I only need to go spam the forums with 13 more posts so that you can PM me....on second thought, it would probably be easier if I just gave you this ([email protected]). Sincere thanks for all the input, I look forward to discussing golfing opportunities with you.
04-25-2006, 12:58 PM
#19
Gets Weekends Off
Joined APC: Jan 2006
Position: 737 Captain
Posts: 777
Cal
Originally Posted by Ziggy
Hey CalCapt:
Couple of questions,
1. Does CAL mostly prefer pilots from regionals, or do they also like 135 cargo pilots?
2. What is the average pilot schedule, day's on vs off. I.E. how easy is it to commute?
3. Finally, considering the last couple of years and their events. Do you still enjoy the airline pilot life?
Any light you can shed on these questions would be greatly appreciated.
Ziggy
Couple of questions,
1. Does CAL mostly prefer pilots from regionals, or do they also like 135 cargo pilots?
2. What is the average pilot schedule, day's on vs off. I.E. how easy is it to commute?
3. Finally, considering the last couple of years and their events. Do you still enjoy the airline pilot life?
Any light you can shed on these questions would be greatly appreciated.
Ziggy
Short but truthful answers:
1. I think they give a lot of credit and weight to someone who has operated with scheduled service and regularity. Pilots with the regionals have demonstrated their ability to operate under these conditions. Obviously some flying does not require the pilot to maintain a schedule and that type flying would be viewed differently.
2. New pilots are on reserve with 12 days off a month. Once off reserve your days off are determined on what schedule you are senior enough to hold. Our senior schedules have 21 days off a month. Average maybe 15 to 17.
3. Ease of commuting is based on where you commute from, time of year, equipment used on the route etc. etc. Absolutely impossible to determine without specifics. No commute is easy! Some are just less painful than others.
4. Just completed a 4 hour flight from Central America and am not done for the day. I am tired and want to go home. That being said, I can't think of another career I would rather do. I only wish my last landing was a bit smoother! Not bad - just not great...Two more legs today to redeem myself.
Good Luck
04-25-2006, 01:59 PM
#20
Gets Weekends Off
Joined APC: Aug 2005
Posts: 455
Originally Posted by calcapt
Short but truthful answers:
1. I think they give a lot of credit and weight to someone who has operated with scheduled service and regularity. Pilots with the regionals have demonstrated their ability to operate under these conditions. Obviously some flying does not require the pilot to maintain a schedule and that type flying would be viewed differently.
2. New pilots are on reserve with 12 days off a month. Once off reserve your days off are determined on what schedule you are senior enough to hold. Our senior schedules have 21 days off a month. Average maybe 15 to 17.
3. Ease of commuting is based on where you commute from, time of year, equipment used on the route etc. etc. Absolutely impossible to determine without specifics. No commute is easy! Some are just less painful than others.
4. Just completed a 4 hour flight from Central America and am not done for the day. I am tired and want to go home. That being said, I can't think of another career I would rather do. I only wish my last landing was a bit smoother! Not bad - just not great...Two more legs today to redeem myself.
Good Luck
1. I think they give a lot of credit and weight to someone who has operated with scheduled service and regularity. Pilots with the regionals have demonstrated their ability to operate under these conditions. Obviously some flying does not require the pilot to maintain a schedule and that type flying would be viewed differently.
2. New pilots are on reserve with 12 days off a month. Once off reserve your days off are determined on what schedule you are senior enough to hold. Our senior schedules have 21 days off a month. Average maybe 15 to 17.
3. Ease of commuting is based on where you commute from, time of year, equipment used on the route etc. etc. Absolutely impossible to determine without specifics. No commute is easy! Some are just less painful than others.
4. Just completed a 4 hour flight from Central America and am not done for the day. I am tired and want to go home. That being said, I can't think of another career I would rather do. I only wish my last landing was a bit smoother! Not bad - just not great...Two more legs today to redeem myself.
Good Luck
Great info, I start class in a week and will hopefully get the 737. I have some questions of my own:
1) On a trip could you fly all 5 types or are trips type specific?
2) It appears that hiring will slow for the summer which means I'll be on the bottom for a while, what is the staffing looking like now? Do you reserve will be busy over the next few months? I would like to fly as much as possible to off-set the first year cut, but still am damn glad to be making the move!
3) Have the PBS tests started? If so, how is the system being recieved by those playing with it?
4) Lastly, what are the plans for the older 737's (300/500)? I know some of them are getting on in years, are they planning on going all "NG" in the future?
I'm sure I will find some of this out once in training but I am a curious one and have absolutely nothing better to do! ;-)
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