atpwannabe

My questions for CA folk are similiar to MDGDCP's for Continental people:

1. Do you get a choice in a/c?

2. Will CA retire RJ-200's (read The Boyd Group report on RJ's) and purchase more RJ-700's or maybe even consider RJ-900's?

3. Are NH's assigned to a city or do you get to choose? (I like GSO.) Also, how long on reserve and how long is the wait generally for upgrade?

4. Do you think hiring will resume and if so when?

Any info appreciated.

rickair7777

1. All airlines assign you where they need you (a/c and domicile). If there is more than one available option, then it will usually be assigned according to seniority: most senior new hire picks first; most junior gets whats left. New hire seniority is based on date of birth. Oldest = most senior.

4. CA is downsizing and in chapter 11. If you have the time now, take a job at most any regional. If you start at a crappy one, then after 6-12 months you will have enough experience to get a job at any regional which is hiring, if you want. Or you can wait for the upgrade (often quicker at a less desireable company) and get your PIC. If you have the time, don't hang out in CFI-land, after 1500 hours there's no further benefit.

atpwannabe

Thanks rickair7777. Btw, generally speaking what's your take on DCFA in Sanford? Just curious. I'm just like my username indicates. Worked for CA as ramp agent in CVG (90's) and for Delta Air Lines @ PBI back in 86-87, so I'm kind of partial to the two.

rickair7777

I think they get some folks jobs by requiring their regional partners to hire their product. I heard Mesa was supposed to start interviewing Academy Grads after they took on Delta flying in MCO. But look at their hiring statistics CAREFULLY...that high percentage they brag about might include their wholly owned subsidiaries (CA is now Ch.11 and ASA now belongs to SkyWest) and might be a historical average going back to say...1999. You want to look their recent statistics for airlines that are currently hiring, but I doubt they will even give you a breakdown of that...

If their program involves a stint as a CFI, that might not be a bad thing but look at time vs. money...you might be able to do the same thing at your local FBO for less money.

As someone else here pointed out...you have to wonder about an organization that claims the first (of five) steps to becoming an airline pilot is to download their marketing brochure...

Punkpilot48

I have yet to meet a DCA grad out there that has told me they were glad the chose DCA over everyone else. But then they also came from the Commair academy era...but I doubt anything is changed.

FlyJSH

I attended DCFA back in '96 when it was the ComAir Aiviation Academy. Made it through CFI before getting AIDS (aviation induced divorce syndrome). They were very heavy on uniformity of procedures, but some procedures were rather odd (the approach brief they taught us was so unusual, every non ComAirian who flies with me ask where I came up with such a wierd system.... but it works).

They would not hire instructors from the 141 school unless s/he finished up to MEI, so I went to work at a part 61 factory flight school. IMHO the ComAir Aiviation Academy is like the other 141 schools I have seen or at which I taught:

1. The training is good, but can be inbred; very few outsiders came to teach there. Those who did were SEEN as outsiders.
2. They charge higher hourly rates than part 61 schools. They justify the high prices by saying the 141 hour requirements are less than 61 which is true. But darn few folks completed without exceding the minimums.
3. They claimed 141 was faster than 61 because of the lower flight hour requirements, but it took a full year, or more, to complete (through MEI). At the part 61 factory I worked it, the fastest student I had got it Comm AS/MEL in about three months.

My suggestion is that you go to the airport, find some freight dog or hungry charter pilot who still has his CFI. There are still some of us around who enjoy teaching on the side.

If you plan on getting your instructor tickets, here is a way to save a bunch of money. Once you have private and insturment, have your instructor sit LEFT seat while you fly from the right seat during your commercial lessons. Doing so will make your CFI a piece of cake. The flight part of the CFI/CFII/MEI checkride is to insure the applicant can fly from the right seat while talking about the maneuver. All you will need to do is learn how to talk. My students probably saved 5-6 hours of dual flight time on the CFI alone. And none ever failed the flight portion of the checkrides.

Good Luck

de727ups

There has been a lot of talk about DCA at another popular aviation careers forum. So much so that DCA requested the site remove all references to their school...haha. Anyhow, DCA seems quite expensive for what you get, overly structured and rigid, and the guaranteed interview is meaningless in this day and age. My biggest complaint, the only one I can speak to first hand, is about their marketing practices. Sleazy, slimy, and smelling of used car salesman describes it pretty well.

They have a really cool website, though.

The good news is you come out of there with 1000 total plus and time as a CFI, which makes you competent to move up a rung on the ladder. That's more than you can say for FSA direct track guys...

rickair7777

Flight Training Salesmen are usually folks who have been kicked out of the used car sales union for gross ethics violations...the last one at my old flight school was hired directly out of prison...not kidding on that...