SJS - The Career Killer (tv spot)
01-02-2006, 05:14 PM
#11
New boss = Old boss
Thread Starter
Joined APC: Mar 2005
Position: Ca B737
Posts: 2,762
Originally Posted by Punkpilot48
Wow! Way to miss the point. I cant deny that I can fly better now and have a more broden since of the aviation subject how exactly can you support that claim?
Unless you teach only stundets working on their IFR rating how exactly does that help with the airline carrer that is sought after??? Since Ive had my CFI long before I started instructing the truth of the matter is that 90% of my studnets are CFI applicants. Im pretty sure teaching someone how to teach a turn around a point in a 4 place non complex normally aspirated airplane isnt going to prepare me to fly at high altitudes in faster aircraft. I could be wrong here Im open for people to tell me that too but I want to hear something else than that it teaches you aircraft mastery.
While Ill admit that I dont always agree with a pilot with just 300~700 should be flying a fast airliner....isnt it also something to be said that at these programs that it is a 300~700 hour instructor getting these guys "ready to go" to their type ratting or pft job? just something to think about
Oh and some defending for my self....Ive sent 20 guys up in the time Ive been instructing all but one has passed first try. Im sure they dont hate me too much
Unless you teach only stundets working on their IFR rating how exactly does that help with the airline carrer that is sought after??? Since Ive had my CFI long before I started instructing the truth of the matter is that 90% of my studnets are CFI applicants. Im pretty sure teaching someone how to teach a turn around a point in a 4 place non complex normally aspirated airplane isnt going to prepare me to fly at high altitudes in faster aircraft. I could be wrong here Im open for people to tell me that too but I want to hear something else than that it teaches you aircraft mastery.
While Ill admit that I dont always agree with a pilot with just 300~700 should be flying a fast airliner....isnt it also something to be said that at these programs that it is a 300~700 hour instructor getting these guys "ready to go" to their type ratting or pft job? just something to think about
Oh and some defending for my self....Ive sent 20 guys up in the time Ive been instructing all but one has passed first try. Im sure they dont hate me too much
To answer your question, "How exactly does that help with the airline career that is sought after???" You get seasoning and maturity. You also get the most important skill needed to enjoy a long career, the skills needed to get along with a wide variety of people, AKA "C. R. M."
01-02-2006, 06:45 PM
#12
Line Holder
Joined APC: Jan 2006
Posts: 40
Tired old airline pilots like to condescend to regional pilots about their age, their experience, their supposed lack of professionalism, and their willingness to work harder for less money. But one thing that they cannot criticize is the regional pilot's safety record. Let's face it, since moving to Part 121, regionals are just as safe if not safer than major airlines. And if you consider that the most dangerous periods of a flight are takeoff and landing, you could make a strong argument that because regional pilots fly more legs, more non-precision approaches, and into more uncontrolled airports, that they are safer.
And safety, after all, is what it's all about.
And safety, after all, is what it's all about.
01-02-2006, 08:23 PM
#13
Gets Weekends Off
Joined APC: Jun 2005
Position: Retired
Posts: 2,934
Which is exactly why they need to pull their heads out of their butts and demand better compensation as a unified group. Sounds better to me than cutting each others throats for that oh-so-important PIC time only to find out that your only moves are going to be horizontal or lateral for the forseeable future.
01-02-2006, 11:07 PM
#14
New boss = Old boss
Thread Starter
Joined APC: Mar 2005
Position: Ca B737
Posts: 2,762
Originally Posted by Pilotpip
Which is exactly why they need to pull their heads out of their butts and demand better compensation as a unified group. Sounds better to me than cutting each others throats for that oh-so-important PIC time only to find out that your only moves are going to be horizontal or lateral for the forseeable future.
They should make medication for that.
01-05-2006, 11:04 AM
#19
Gets Weekends Off
Joined APC: Jan 2006
Posts: 137
Heres what confuses the hell out of me....I know someone who went throught Mesa's training program. He got onto a CRJ with alittle over 250TT and very little ME. Now he probably has never been through a real cloud before.....but how on earth do people like that go throught airline indoc, and sim training...and yet some pilots with 1000TT from a small FBO still are asked to leave? Is it skill or who you have connections and training with?? Or is it luck? I mean my feeling USED TO BE that as long as you went throguht sim training and all that your good to go. But is this true? And if it's not, my question is why the hell are people flying CRJ's who have no experience in IMC.
01-06-2006, 06:00 AM
#20
Guest
Posts: n/a
Last one to leave....
Hiring criteria are always a mystery. But when you go through the company's training program, they already have a pretty good idea of who you are (other than impoverished from their over-priced progam). Besides that, they know they can turn you into a switch-***** because you are so greatful to be flying a jet. Which, of course, takes us to the post that started this thread.
...turn out the lights
...turn out the lights
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