SteakSauce

I’ve been creeping on this string for a bit. Got my eye on a specific FSDO job as an ASI GAO. I’m not really in any rush I’ve got a solid job and solid seniority at my current airline, with zero threat
of it going belly up. My main question, is I saw
an internal positing for the job recently, is this some sort of indicator they may open up to the public at
some point if they can’t fill it? Does the FAA like to do hiring at a certain time of the year? If anyone has any general info I’d appreciate it. Ive got my USAJOBS profile built and ready to go when something does become available so I’m serious about making this switch if I get the chance. Also what pay grade are you normally started on? I’m familiar with locality pay and all that jazz.

widespreadflyer

Right now Flight Standards (the part of the FAA where ASI's reside) is close to full but there are some specific locations where there are openings. GA OPS ASI's start at FG-12 step 5. When the supply of resumes gets low they will usually put out a nationwide open-continuous announcement and use that to fill vacancies, but there is no specific time of the year.

SteakSauce

Thanks for the info. I’m really only interested in a specific FSDO, since I’m not interested in relocating unless absolutely necessary, with the nationwide postings do you still get to pick or is it more of you can pick from what’s open and hope to transfer to desired location as spots become available? Also I met the manager of the FSDO where I live a few years back, was trying to recruit me then but was just starting this job. Would it be worth reaching out? Or has that ship sailed.

widespreadflyer

For the open continuous announcements you specify where you want to go and if there is an opening they will call you. I would definitely reach out to the Office Manager. He could submit you for On-The-Spot consideration. If he does, don't apply via USA Jobs.

Herman Munster

Here is some gouge on the 737 check ride:
For the oral the IP has a notebook, so the questions I got weren’t necessarily what the other guys got while I was there. If you have a regs book be sure to review the definitions, ie, what is a clearway, what is a category, etc...
I was asked a few questions from part 61, 91 and 121. I wasn’t asked anything from 119. I worried about lists, like how many fire extinguishers or PBE’s, but they were mostly stuff you already know, nothing in depth. Aerodynamics was nothing like, explain wave drag, it was about low speed stuff. From the AIM was runway lighting, markings and signs.
You get a briefing about the sim. Some of the things on the profiles have changed, but they explain it. They give good guidance on where things are, suggestions on pitch and power. You have some automation. No autothrust, but you have FD bars and an autopilot when you’re level and briefing an approach. No VNAV, but the NFP will work the VS as instructed on the VOR approach. The profile is exactly as what they sent you, in that order. Kennedy one and then air work, etc... It’s all straightforward.
I would suggest (I didn’t) if you’re an Airbus pilot, rent a sim or a FTD for an hour; not because you need the practice, but because the plane flys like a truck. It’s still sensitive like all sims, but you have to muscle it around and trim the thing constantly. It takes some muscle to move the yoke. Definitely not the three finger Airbus technique.
Lastly, it’s a check ride, but the IPs were friendly, helpful when asked and you’ll get the feeling they are pulling for you. I never got the impression they were looking for a bust, but you’ll do fine if you use your NFP, use the AP when you can, and let them know you are in command and you know where you are. Hope this helps.

KyberCrystal

Just building on what the previous poster wrote. The person sitting in the right seat of your ride is an FAA employee who is typed in the airplane. He was a really nice guy who wanted to see me pass the ride and become an employee. Just keep talking to him and use maximum CRM with him.

For example, I've never flown the B737 before. During the missed approach I couldn't see the radial to the holding fix on the displays. After the pilot in the right seat pulled the gear and flaps up I asked him where it was displayed and he flipped some switches for me and pointed it out to me. Doing that checked some important boxes for them. I used my right seat pilot in a very CRM way and I showed situational awareness trying to get on the published missed approach after a busy maneuver. Keep talking to the pilot in the right seat about what you need and they'll help you with what you need to pass. You don't have to be the ace of the base, you just need to be trainable.

MidwestXLguy

On the GA side, some scuttle but around the office about people failing the oral and flight check. Strangely, that office is now run by air traffic side of the FAA and SOMEONE in that organization has given the CONTRACTORS doing the oral VERY specific outlines on how to grade the oral. It has reportedly been like written tests in that you must give the correct answers as written on the page - little or no latitude.
On the flight, they are busting people for over speeding the flaps by a knot (not hard to do in the mighty Seminole) and for a lack of CRM. There is a push to get this under control but beware if you go....

Is offline

And they wonder why they can’t get inspectors? I have been sitting in the pool for a year and crickets. Not once have I gotten an update.


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PerfInit

The irony of all this is the ASI job is a non-flying position, unless getting to an Aircrew Program Manager position (APM).

I miss my dog

Yeah for years I’ve had to keep a medical and faithfully appear to fly in AFW 4 times a year plus extra trips for all the wx cancellation make-ups and have never once flown a single minute elsewhere as part of my job. Even if I ever did I would not be allowed to ever act as PIC. The one size fits all type rules, whether you need it or not, kind of drive me crazy.


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