Yes I do and it's crickets. I update them at least once a month. Same with Envoy and EDV.

 

A degree and life experience since I'm a bit older, career changer.

 

I'm not sure that "life experience" is going to help you out much on a cold,dark, rainy night with an approach down to minimums.

 

FWIW, it seems that most regionals don't like second career types. Suposedly the reason behind that is a higher risk of failing out in training, satistically speaking; so I have been told. I have not researched the topic. So that could be one thing to look at as you reflect on the sound of crickets. Figuing out a way to get your ATP and a full type rating (as you have mentioned in the past) could help prove to recruiters you can successfully pass a training event.

 

I've followed OP's posts and it would seem they've probably got cold, dark, rainy nights approaching down to minimums in a 135 carrier. 3 years ago 2000 hours with 135 experience would have had multiple interviews and CJOs at the regionals. We're past that radar blip. If OP has apps in and keeps them updated, aside from getting face time at events I'm not sure what else can be done (other than shave the beard.. )

 

I have plenty of insrtument time and approaches to mins in turbine aircraft. Both turboprops and jets.

 

You don’t listen very well…do you? Career changers usually don’t fare so well in 121 training as much as the ‘younger’ crowd does. At my regional career changers do wash out. I wouldn’t say it’s very common, but it happens more with that type of individual. You can avoid being one of those people who washes out, definitely. How can you avoid washing out? Well, since you have ‘life experience,’ you should know what that would require of you. You’re a big boy. You need to figure it out. Like others have said on here before, and like I have told you as well, you will need to change your attitude on how you approach an airline job. You aren’t owed anything because you have ‘life experience’ or have ‘lots of time shooting approaches to minimums in the soup in turbine aircraft.’ While those things CAN help you, attitude is everything. It starts with attitude first. You can be the most skilled dude in the world at flying an approach but if lots of people are talking about you in the company and how much of a jack wagon you are to be around, and you happen to be on a lot of other pilots’ bid avoid lists, your flying skills mean nothing. Absolutely nothing. You might as well just go fly single pilot airplanes.

You’ve got tons of time shooting approaches in the weather down to minimums, in turbine aircraft, huh? Cool. So did I before I came to my regional. But it was still a lot of info to digest since it was my first airline job. I had to mentally adjust to my company’s way of doing things and it’s not easy, it’s even harder for career changers to process all the info that a 121 firehose program will throw at you. I came to find that even though I could hand fly an ILS pretty good in my previous aircraft, I had to learn a lot of additional things on how my regional wants me to shoot said ILS approach, in THEIR aircraft. That’s just the tip of the iceberg on adapting to your first 121 job. Same thing with the military guys, corporate/charter guys, and even the light airplane CFI’s that were just ‘beating around the pattern.’ The real question is are you prepared for the rigors of a 121 training program? There’s a ton of standardization and standardized procedures you will need to know and basically memorize, and the company will expect you to do it ‘their way.’ You won’t get a pass if you try to do things ‘your way’ and how you do them in the corporate/charter world. Many corporate/charter guys have a harder time adapting to this stuff than the CFI types. Not always the case, but we see it a lot though.

 

Whether the original poster can pass training or not is irrelevant, unless he or she gets an interview and a job invitation. What we've seen thus far is a litany of excuses why the original poster cannot accept this job or that, shave and reveal his search, and a host of other arguments against opportunity. When posters have offered sound counsel, they've been met with vitriol and anger, name-calling and insults, and attitude at every step of the way. The original poster has expounded on his excess qualification, and clearly thinks much more of his qualifications than any recruiter. He doesn't seem to understand that he's minimally qualified at best, and this equates to entitlement, arrogance, and ignorance; attitude. Not a good one, and it's not a good look. Most posters who have responded to the original poster along the way have commented on this, often rebuffed by the original poster. This further confirms what everyone here can see; attitude that is clearly determining altitude.

The same message rings true: fail to listen at your own peril, original poster. Or, listen and learn. Your choice.

Based on your consistent responses, you've already made your choice. That's unfortunate, for the original poster. Your responses come across at best as bizarre. The best you can hope for, if you really want an airline position, is to be as invisible as possible. Your goal should be for the chief pilot to never know your name. You'll stand out best by not standing out, and everything you've posted to date has been a sore thumb. Don't stick out. Don't be the weirdest guy in the room. You've received responses from a wide range of experience, and frankly, quite a lot of it. You've blown it off, and that, at your peril.

Something airlines look for, when evaluating a prospect, is your trainability. Your ability to listen and learn. Because you never bothered with your CFI, you may not know that learning is defined by a change in behavior. You need to have the ability to listen to what you're being told, and adjust: show that you can be taught, that you can learn. Thus far, no evidence of this exists. You have a couple of type ratings. Wonderful. You flew a few approaches. Dandy. That doesn't mean much. It's not just about passing a checkride in type. It's about functioning as a crewmember with a thousand others who behave exactly the same, respond exactly the same, and know what to expect of each other all the time. Ever hear the term, "cooperate and graduate?"

When responders in an entire thread explain to you what the industry standard is for logging time, and you insist on padding your logbook and demand proof of what's being given you, that's copping an attitude, and it's a failure to listen or learn. When you respond to those posters with anger and insults, it's copping an attitude and it's antisocial. You really need to listen, and you really need to learn, which will be seen by a change from the behavior you've consistently displayed here. If you can't do that, and if you can't stop making excuses at every turn, then you are a self-fulfilling prophecy, and you prospects are doomed.

 

I know many are back-logged; not sure what (if any) the average response time is on apps atm. This has been a long thread with a lot of info, so I may have missed it, but have you done an app review? Assuming you've had apps in for a fair amount of time, I find it odd that you would've heard something from someone - even if only a tbnt.

 

I don't always agree with the manner in which you speak but you certainly might be on to something here for the OP. I've followed along since the OP's first question and rabbit hole threads.

If you (OP) cannot get the upgrade at your current employer and/or your ATP, broadening you resumé with the addition of a CFI cert might do the trick. (As I believe you have mentioned in the past you did not go that route). Not sure if you saw my previous post about how regionals feel about second career types, you will likely have to go above and beyond what a 21 year old needs to do in order to show you can train, learn, teach, and ultimately pass, a structured pt 121 program.