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Old 02-09-2013, 06:35 PM   #31  
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Thanks for the info bluelavboy. When working as an air carrier ASI do you have to get hired into a CMO or do some of the FSDO's have this job type?

As for everyone else, I've heard its a great or terrible job depending on who your supervisor is. Also my understanding is pay starts around 70k.
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Old 02-10-2013, 05:45 PM   #32  
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Thanks for the info bluelavboy. When working as an air carrier ASI do you have to get hired into a CMO or do some of the FSDO's have this job type?

As for everyone else, I've heard its a great or terrible job depending on who your supervisor is. Also my understanding is pay starts around 70k.
CMO does 121 stuff.

FSDO does literally everything else, which includes 135s that can be quite large and complex, like some 121s. Your exact role here depends largely on the office and what is in the area. It can be heavily orientated towards GA stuff and flight schools, to complex 135s, or a mix of both, etc. You might be doing a lot of the stuff an "air carrier" inspector would do, but you'll be a GA Operations Inspector by name.

There are a lot of variables as far as the job is concerned. There are a lot of FSDO offices with different stuff going on. The ASI job is also huge and spans a LOT more than FSDOs. You likely cut your teeth in the FSDO, but there's stuff from data analysis to accident investigation to type rides for rare stuff to teaching and flight training to going around the country to certify sims to rulemaking to a combination of all and many other things.

Starting pay depends on what you get hired as, which depends on what is available and your qualifications. I haven't heard of anyone getting hired less than a GS 11, but you never know with the budgets and everything.
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Old 02-11-2013, 01:48 PM   #33  
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Thanks for the info bluelavboy. When working as an air carrier ASI do you have to get hired into a CMO or do some of the FSDO's have this job type?

As for everyone else, I've heard its a great or terrible job depending on who your supervisor is. Also my understanding is pay starts around 70k.

I'm at a FSDO that is also air carrier, but not a CMO. I don't honestly know how many offices are like that, I'm thinking it's an unusual situation. The supervisor question is of course, just like everything else, whether it be at the FAA, your flight department or regional airline, there's always some difficult people to work with/for.

The starting pay could waiver anywhere from 3-5K depending on your geographical area. The NY/SFO area would be higher than say ATL. You can figure on the first year will be around 75-80K....2nd year would be 90-92K. The retirements that are coming within the next 18 months are gonna be staggering.
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Old 02-21-2013, 09:19 AM   #34  
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Does anybody know if there is a hiring freeze due to sequester?
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Old 02-21-2013, 09:52 AM   #35  
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Does anybody know if there is a hiring freeze due to sequester?
Word is there WILL BE if it hits.

bluelavboy - - how goes the training?
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Old 02-21-2013, 04:32 PM   #36  
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Word is there WILL BE if it hits.

bluelavboy - - how goes the training?
USMC...It was ummm.....Entertaining? I come back through on March 4th for 25 days, unless the funds dry up.....

Btw...We have a mutual friend in the ASIP ranks....Young Jimmy O....
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Old 02-21-2013, 04:54 PM   #37  
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USMC...It was ummm.....Entertaining? I come back through on March 4th for 25 days, unless the funds dry up.....

Btw...We have a mutual friend in the ASIP ranks....Young Jimmy O....
You don't say!?
Where do you know him from?

I didn't realize you were on a break from the training, or would this just be a different phase?
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Old 02-22-2013, 02:52 AM   #38  
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You don't say!?
Where do you know him from?

I didn't realize you were on a break from the training, or would this just be a different phase?
Yesssir, I do say! I've never actually "met" him YET.....One of these days I'm sure our paths will cross. He was actually instrumental in helping me decide whether or not to come on board. I'm actually in his old office, so to say that he's been an invaluable asset in just about ever area I need info on, would be an understatement. He's a hands down standup guy, that has taken all of my phone calls etc. when it comes the job and what he's seen on the inside and helping me with the transition from flying to driving my cubicle.
I came back home from OKC on the 9th and scheduled to return on March 4th, unless the cash goes away. The next phase is 25 days, then a quick 4 days in July and that should finish me up.
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Old 02-22-2013, 03:40 AM   #39  
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Yesssir, I do say! I've never actually "met" him YET.....One of these days I'm sure our paths will cross. He was actually instrumental in helping me decide whether or not to come on board. I'm actually in his old office, so to say that he's been an invaluable asset in just about ever area I need info on, would be an understatement. He's a hands down standup guy, that has taken all of my phone calls etc. when it comes the job and what he's seen on the inside and helping me with the transition from flying to driving my cubicle.
I came back home from OKC on the 9th and scheduled to return on March 4th, unless the cash goes away. The next phase is 25 days, then a quick 4 days in July and that should finish me up.
Your a busy guy then in his old office I'd imagine.
Well it sounds like he did a good deal pay-forward then and that is great.

Too keep the thread a little on track here - can you give some details about what your training has consisted of to this point and where you se it going in the future.
Sequestration has certainly changed the game some with regard to stability, but I'd say it still doesn't hold a candle to the instability of the general airline industry.
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Old 02-22-2013, 04:22 AM   #40  
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Your a busy guy then in his old office I'd imagine.
Well it sounds like he did a good deal pay-forward then and that is great.

Too keep the thread a little on track here - can you give some details about what your training has consisted of to this point and where you se it going in the future.
Sequestration has certainly changed the game some with regard to stability, but I'd say it still doesn't hold a candle to the instability of the general airline industry.
Well, I wouldn't say its all that busy, just yet. This based mostly because the majority of my training hasn't been completed as yet and hence I'm unable to really sign off on anything and really deal with any issues from a regulatory standpoint. I would expect this to change when I come up on my one year anniversary and my training is complete and I recieve my 110A.
At that point, I will be probably assigned to a particular certificate and wind up going to school for a particular fleet type.

To pass the time whilst in between my OKC stints, there's plenty of E-learning and riding along with some of the other guys to certificate holders HQ and the airports.
It's a different way of life, no question to that! Coming from a flying background is a big adjustment, however I've gotten a few full passports and alot of boxes checked along the way. My point being is that the instability of many of the segments of the flying world and the possibility of moving around in the FAA is what really drove me here.

Who knows what's going to come from the sequestration deal, not like there's anything I can do about it anyway, so I'll just keep my head down for the time being until my proby time is up.....
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