Washed Out Of PSA
12-05-2014 | 09:45 AM
#31
Doing One Pilot's Job
Joined: Sep 2005
Posts: 7,889
Likes: 127
Washing out of one 121 initial could be a fluke, washing out of two is a trend...especially when the cause of both is poor instrument skills and/or being behind the plane.
I would agree that a 135 job would be a logical step at this point...something like Cape Air, Air Cargo Carriers, Mountain Air, Ameriflight, or the like. Not that any of those would be "easy", but at this point it sounds to me like the speed of a swept wing jet is causing major trouble and a twin piston or turboprop could be the ticket to successful transitioning.
I would agree that a 135 job would be a logical step at this point...something like Cape Air, Air Cargo Carriers, Mountain Air, Ameriflight, or the like. Not that any of those would be "easy", but at this point it sounds to me like the speed of a swept wing jet is causing major trouble and a twin piston or turboprop could be the ticket to successful transitioning.
12-05-2014 | 09:46 AM
#32
Thread Starter
Banned
Joined: Mar 2014
Posts: 38
Likes: 0
been terminated or asked to leave a flying job"
12-05-2014 | 09:47 AM
#33
Moderator
Joined: May 2006
Posts: 6,056
Likes: 0
From: ATP, CFI etc.
He could haul checks or something, its not like pro flying is only working for the airlines.
12-05-2014 | 09:48 AM
#34
Gets Weekends Off
Joined: Jun 2013
Posts: 2,293
Likes: 0
Two things striking me in this thread:
a) Pilots love to lie about training issues.
b) What good is PRIA if airlines don't care. If an airline is so hard up for pilots that they blatantly disregard patterns of training issues then basically hang the fact that they'll trash your PRIA if you don't come back and work for them after spending $5k on an "RJ Course (??)"...maybe they shouldn't be taking on that flying?
a) Pilots love to lie about training issues.
b) What good is PRIA if airlines don't care. If an airline is so hard up for pilots that they blatantly disregard patterns of training issues then basically hang the fact that they'll trash your PRIA if you don't come back and work for them after spending $5k on an "RJ Course (??)"...maybe they shouldn't be taking on that flying?
12-05-2014 | 09:48 AM
#35
Banned
Joined: Mar 2011
Posts: 726
Likes: 0
A prop is not necessarily easier because it is slower. V1 cuts in a prop are more difficult in my opinion for example.
Instead of starting over, your best bet is to build upon what you already have. Definitely take the sim course. But prior to that, make sure you know the systems, and flows and procedures solid. If you are having trouble with instruments, something as simple as a pc based flight sim can help you with that. Infact the purchased version of the CRJ is pretty good when it comes to the using the navigation and flight automation stuff. Spend a month doing that, then go back and knock it out at PSA.
As for if it's going to be on your PRIA, don't worry about it too much right now. It's going to be a couple years before you have the time to go anywhere anyway. This works in your favor because you will put distance between you and the failures, as well as add multiple successful checkrides to your resume. When you do go back and pass training, have some sort of plan for continuing your education. What I mean by that is, don't wait until 2 weeks before recurrent to have a cram session. Make a diagram of each systems, right notes on them, and review one or two systems each trip while you are sitting there doing nothing in cruise. Of course find time to review your GOM and memory items as well. You are going to want to nail each checkride, and especially that captain upgrade, in order to have a good shot at explaining away two initial failures.
Instead of starting over, your best bet is to build upon what you already have. Definitely take the sim course. But prior to that, make sure you know the systems, and flows and procedures solid. If you are having trouble with instruments, something as simple as a pc based flight sim can help you with that. Infact the purchased version of the CRJ is pretty good when it comes to the using the navigation and flight automation stuff. Spend a month doing that, then go back and knock it out at PSA.
As for if it's going to be on your PRIA, don't worry about it too much right now. It's going to be a couple years before you have the time to go anywhere anyway. This works in your favor because you will put distance between you and the failures, as well as add multiple successful checkrides to your resume. When you do go back and pass training, have some sort of plan for continuing your education. What I mean by that is, don't wait until 2 weeks before recurrent to have a cram session. Make a diagram of each systems, right notes on them, and review one or two systems each trip while you are sitting there doing nothing in cruise. Of course find time to review your GOM and memory items as well. You are going to want to nail each checkride, and especially that captain upgrade, in order to have a good shot at explaining away two initial failures.
12-05-2014 | 09:50 AM
#36
Thread Starter
Banned
Joined: Mar 2014
Posts: 38
Likes: 0
A prop is not necessarily easier because it is slower. V1 cuts in a prop are more difficult in my opinion for example.
Instead of starting over, your best bet is to build upon what you already have. Definitely take the sim course. But prior to that, make sure you know the systems, and flows and procedures solid. If you are having trouble with instruments, something as simple as a pc based flight sim can help you with that. Infact the purchased version of the CRJ is pretty good when it comes to the using the navigation and flight automation stuff. Spend a month doing that, then go back and knock it out at PSA.
As for if it's going to be on your PRIA, don't worry about it too much right now. It's going to be a couple years before you have the time to go anywhere anyway. This works in your favor because you will put distance between you and the failures, as well as add multiple successful checkrides to your resume. When you do go back and pass training, have some sort of plan for continuing your education. What I mean by that is, don't wait until 2 weeks before recurrent to have a cram session. Make a diagram of each systems, right notes on them, and review one or two systems each trip while you are sitting there doing nothing in cruise. Of course find time to review your GOM and memory items as well. You are going to want to nail each checkride, and especially that captain upgrade, in order to have a good shot at explaining away two initial failures.
Instead of starting over, your best bet is to build upon what you already have. Definitely take the sim course. But prior to that, make sure you know the systems, and flows and procedures solid. If you are having trouble with instruments, something as simple as a pc based flight sim can help you with that. Infact the purchased version of the CRJ is pretty good when it comes to the using the navigation and flight automation stuff. Spend a month doing that, then go back and knock it out at PSA.
As for if it's going to be on your PRIA, don't worry about it too much right now. It's going to be a couple years before you have the time to go anywhere anyway. This works in your favor because you will put distance between you and the failures, as well as add multiple successful checkrides to your resume. When you do go back and pass training, have some sort of plan for continuing your education. What I mean by that is, don't wait until 2 weeks before recurrent to have a cram session. Make a diagram of each systems, right notes on them, and review one or two systems each trip while you are sitting there doing nothing in cruise. Of course find time to review your GOM and memory items as well. You are going to want to nail each checkride, and especially that captain upgrade, in order to have a good shot at explaining away two initial failures.
12-05-2014 | 09:51 AM
#37
Gets Weekends Off
Joined: Jun 2011
Posts: 1,150
Likes: 0
They are. Most people on here have never actually seen a real PRIA report. For various liability reasons there isn't detail contained in them. All it lists is the date, type of event (GS, LOFT, PC , etc) and whether it was satisfactory or unsat. That's it. No details. No IP comments etc.
12-05-2014 | 09:51 AM
#38
Line Holder
Joined: Jan 2013
Posts: 672
Likes: 0
With 2 failures and your biggest concern is how to dodge the HR questions, your not going to have to worry about what's on your records or not!!! That should be the least of your concerns. You need to figure out how to pass training before you worry about an interview. That's putting the cart before the horse!!!
12-05-2014 | 09:52 AM
#40
Gets Weekends Off
Joined: Apr 2011
Posts: 620
Likes: 0
I remember reading your posts in March this year, Didn't you have an issue at XJet a few months ago....???
I am sorry to hear about your misfortunes but I have a question for you.... Why did you go to PSA or your 2nd airline without doing the Crj course & making sure you can do it...
Pls understand that I am not trying to say this in any negative sense or trying to demean or insult you in any way at all. Just that I am both surprised & frustrated & sorry for your situation, all at the same time.
When I read your posts in March, I told myself that I want to avoid that situation & that is why I did the CRJ course.
Reading your thread back then, saved me.....
I am sorry that you are in this soup, I wish there was anything I could do to help you.
I wish you good luck in your future endeavors.
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