trying to get on with CAL
 

im trying to get on with CAL a senior pilot already walked my stuff in to a C.P. and the only complaint was that i dont have alot of PIC turbine i was a captain in a brasilia 400 hrs and a king air 100 hrs im an F.O in a CRJ with an airline that is going no where but in CH.11 do i go to mesa as a street captain, suck it up gamble to get into CAL or any other carrier for that fact
any CAL guys out there that might know what the guys hiring would think of that. the way i look at its a humbling way to a lateral move for a promise to jump forward.

You need 1000 PIC Turbine time to be competitive at CAL. If your goal is to work for CAL, go to where you can get your time the fastest. If where you are at is not getting you closer to where you want to be, you probably shouldn't stay there. Ask your pilot friend to talk to his CP and ask specifically what you need to be called for an interview. Once you know for sure what you need - go get it. Good Luck!

I noticed the CAL minimum alternate requirement is 500 PIC (doesn't say turbine) plus 500 SIC in turbojet.

Have any of you heard of someone getting hired on with these minimums?

Also, CAL doesn't care what kind of turbine PIC you have do they? (Beech 1900, Brazilia, Dash-8, RJ)?

We just had a guy from TSA get hired at CAL with less than 300 hours PIC in the J41. Probably has 1500-1800 SIC in the J41, but NO jet time. From what I hear, he didn't have the time to even upgrade on the jet. Apparently he had a couple of CAL captains working it for him. He is not your average white guy.

Don't get me wrong, He is an outstanding and outgoing guy; he flew as an FO with me. I think if you know the right people, nothing matters.

GOOD LUCK JH, hook me up!!

PtP

Thet have hired alot of guys with no turbine PIC. Did you intern there? Does you mom/dad/brother/sister/neighbor/accountant/golf buddy/mistress/wife/girlfriend work there?

Well, my girlfriend works there but she's a FA. Does that count? I'm still working on the golf buddies....

This is just a joke, sort of. Have he put on her shortest uniform and biggest smile and drop by the chief pilots office to say high with your resume.

Good Pacin/movie quote by the way. "CAUSE SHE'S GOT A GREAT A$$, AND YOU GOT YOUR HEAD........ALL THE WAY UP IT!"

I don't think so!
 

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.

Man I love that movie. Yes, this is another one of my favorite quotes, my room mate and I often yell out, "CAUSE SHE'S GOT A GREAT ASS!" in our best Al Pacino voice when discussing females.

Hey CALCAPT:

I'm working on getting on with Continental (eventually). I've got my app in there, but need to work on my PIC time. I currently have about 1500 hrs. SIC in a regional jet, and I'm thinking of taking an immediate upgrade to CA in a turboprop to get the needed PIC. Or my alternative is to wait for another 10 months and upgrade in the jet. Do you think the turboprop upgrade is a good move? Will it hurt me applying to CNTNL with Turboprop PIC since I have a good number of turbojet SIC hours to complement it? Finally, do you know any CNTNL pilots looking for a golf caddy?

PIC time
 

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.

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.

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.

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

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

Actually, 3 FO's from my previous employer.

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.

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!

Do you fly for Mesa?

Cal
 

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

CALCapt,

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! ;-)

Some brief answers
 

Most pairings mix and match but some, especially turns, are dedicated -800 and -900 birds paying mid body pay. Those go senior obviously. I get a good mix myself. I can assure you that the summer flying will be chaotic. Lots of flying - You will not have a sitting around problem I assure you. PBS test bid number one was this month with the first real one in August. Change is difficult for most and I hear lots of groans and see lots of bewildered looks in the crew room as the PBS instructors are trying to explain to pilots how this is such a good deal - I don't think they are buying it, but it's coming soon so they better get prepared. I have heard about replacing the older birds but it seems that until they get more capacity to replace them with they won't get rid of them. I think if they could find some deals in the marketplace for newer more efficient aircraft they would jump, but I get the impression talking to insiders that the good planes at the right prices are hard to find. Perhaps we will fly together someday. Good luck in training and congrats on joining a fine team.

Thanks CALCapt, I plan on being EWR based for my entire career as the wife and I plan on moving up north to South Jersey near family. So I am sure we'll fly together.

As far as the staffing is concerned, that is what I wanted to hear. Making $29.97/hour and sitting in a crash pad sucks, but $29.97/hour and flying your arse off is what I need (got a little one on the way!). I guess this leads to another question:

Can you fly up to the FAR max (30/7, 100/30, etc.) or are there contractual maxes? I ask because at my company we can only pickup or be scheduled for 27.5/7.

Also, how does long call work? Could I sit down here in ATL on long call?

Answers
 

Wanting to be based in EWR is a good thing because frankly that is where the best flying is. It's just because of Newark itself that most guys stay away. On reserve, scheduling will, and often does take you right up to the limits you asked about. When you have a line you are only able to schedule up to 28 hrs in 30 for summer and 28.5 hrs in 30 for winter - I think those numbers are right. If you go over those numbers in the course of the trip no big deal unless you actually go illegal 30/7 domestic or 32/7 intl. Long call is a 9 hour call out. I don't know exact details but I think it would work fine for sitting within 3 or 4 hours of work but I know that longer commutes carries some risk. In bad weather scenarios, I would think youwould want to be in base or be able to make your call out by driving if necessary. You would have to solicit the advise of those who actually do it to get the inside scoop. EWR also offers much quicker equipment upgrades as well as seat upgrades. Just think, in a short time you will be the expert and will be passing on advice (hopefully better then mine) to the new guys... Good Luck

So CO is going to PBS? Good luck!:) We have had it for quite a while and yes, the learning curve is steep but it will be well worth it unless you are understaffed. Then, look out! PBS does this little thing called cramming where the program takes trips away from more senior pilot to build out max credit lines to the junior pilots in order to allocate all the required flying. If you are senior but your trip will fit better on a more junior pilots line then presto! Trip no longer yours, Kemosabe. You will never know that it was taken from you because this is all done during the PBS run but it will be evident once the lines are published.

PBS does work well if you do have adequate staffing. Also, if the pairings are productive then your lines will be good. Another advantage is the ability to bid for or against certain pairings or even cities. When I was on the Airbus I always had 1000 points (the max) against EWR, PHL, CLE or MEX. Never flew there. I could bid for YVR, SEA, PDX and any other cool overnight I wanted. Now I just shuffle between which island I want to fly to. Also, if you need certain days off during the month PBS is more effective than paper line bidding. You do spend a lot of anxious time waiting the day or so between when the bid closes and you get your line.

Pbs
 

Thanks for the encouragement. Did you find it gave the bottom lineholders any better trips? Were lines built deeper? Right now our lines are built to about the 75 to 80 percent staffing point then the bottom 20 to 25 percent get reserve. I think I was told that scheduled flying could be built down to mid 80 percent to almost 90 percent. Did you find that at AWA? We somewhat more junior guys think things will go well for a while until the old timers get things figured out.

CALCapt,

I had heard that with the PBS that 90% would have lines since it is so efficient you won't need as many reserves. That is what a friend on the 756 told me was the story.

Anyway, just found out I got the 737 and the training scheduler already sent me my schedule. I guess all new hires in the May 2nd class got the 737.

Cheers

awesome
 

A bid day indeed. The training dept on the 73 is top notch. You will sail through and be flying the line before you know it. Congratulations - see ya on the front lines!

Just found out about a fourth. No PIC time.

exceptions
 

As you pointed out there are obvious exceptions. As a young up and comer I would be cautious thinking these were the norms.

Are they sending any new guys to GUM? If so, how bad is that commute?

I have a whopping 400 turbine PIC and have had my application on file for 3 whole weeks.. no call.. SHEESH! :D [removing tongue from cheek just a wee bit... ] Can someone tell me where to get the secret decoder ring?? :rolleyes:

Yep, one of them is a big time, obvious exception. Made me flash back to the old UAL hiring method of the late 90's.

None recently - GUM has gotten more senior

The commute is through Honolulu or Narita (Tokyo) and is long and bad. Wouldn't recommend commuting to GUM.

Subject: PILOT JOBS --- KING AIR
Date: Sun, 23 Apr 2006 14:55:08 -0400

Dave; My long time friend,Gerald Hudgins,is in need of a pilot for his KingAir 350. The aircraft is hangared at Tara Field in Henry Co,Ga. while the company office is located McDonough. Details may be obtained by contacting the owner,Gerald Hudgins at 770-474-8715. I'd very much appreciate your putting this on the network. Thanks a lot. Bud.

>New Job Vacancy
>
>We have recently received a new job vacancy posting on Flightdeck Recruitment which may be of interest to you.
>
>Position: B777/B744/A330 Captain
>Min Hrs Type: 300
>Min Hrs Total: 3000
>Location: Korea
>Description/requirements: A330, B744, B777 Captains required for a 5 year renewable contract.
>
>500+ PIC hours on B744
>300+ PIC on A330 and B777
>3000+ hours total PIC time
>Under the age of 57 at date of joining
>Flown on type within last 12 months
>
>Great terms and conditions: commuting contract, bonus payments, insurance, per diems, overtime & salary.
>
>Members of the Flightdeck Club can apply for this and any other suitable vacancy via the Flightdeck Recruitment website.
>
>If you would like to join the Flightdeck Club please log in at www.flightdeckrecruitment.com/crewlogin.asp then select 'Join the Flightdeck Club' from your Crew Services Menu.
>
>For further information, please visit www.flightdeckrecruitment.com/jobs.asp and go to our Job Vacancies board.>
>
>Flightdeck Recruitment
> http://www.flightdeckrecruitment.com

CalCapt, I have some questions for you, if I may ask. I see where dojetdriver knows of people getting on at CAL with no PIC, but what about people who HAVE the 1000 Turbine PIC but are short on the ME requirement? I am at about 1550 TT, all but about 6 hrs of which has been turbine, and just over 1,000 Turbine PIC (mostly SE). But I only have about 450 ME time (100 hrs in a King Air C90 and 350 hrs in a Marine Corps KC-130).

Should I even try and put in an app online, because it says that you need 1,000 hrs ME time? Or, should I just be looking for someone who would walk my resume in to the right people?

One last quick question, what would the chances be of getting IAH out of training? That's where I'd like to be domiciled as it's near to my home in Pensacola.

Thanks,

marinepilot

I am not CALCAPT but I think I can answer this very simply. YES you should fill out the online application ASAP regardless if you have the time requirements. You should also try to network and get someone to bring your resume in.

Right now everyone is being based in EWR with most new hires going to the 737. It looks like pilots are being advanced to IAH within 3 to 6 months.

I hope this helps.

Online vs. Walk in
 

This is probably a dumb question, but does Cal take walkin applications? People keep talking about it, but I thought they went to the all online application process?

Answer
 

NO WALK IN APPS. All online but once in system, the who knows who fun starts. Find a friend at CAL and have him or her talk to chief pilots about you.

Agree
 

I am calcapt and I agree with calpilot. Let the airline decide not you.