I received an offer from Eagle this week also. I can truly appreciate the whole process...very thorough. As far as my experience...I had 1418TT/84 multi, ATP written. I am truly grateful for the opportunity!

The saying "cant see the forest through the trees" applies here. You need to keep yourself open to ALL opportunities that come your way and dont just hang on to what could be a great thing, or just a carrot you chase for a good chunk of your career.

The way I am looking at this agreement is just another way to keep the movement going so I can upgrade, and move on (and not necessarily to AA). If I get an opportunity to go to AA great; if not, there are plenty of other options out there when the time comes. Just dont keep a narrow perspective or else you might miss out on a great opportunity elsewhere.

Not to be rude, but you have to be insane to go into Eagle with that kind of tunnel vision. You are setting yourself up for a big letdown. May happen, may not. I'm going to Eagle to advance my career, wherever that may be, not to get a "guaranteed" job with AA. Best of luck, but definitely be open to opportunities outside of AE or AA if they make sense.

BTW, are you from Nebraska?

Don't listen to this guy. He thinks he some kind of super pilot. The course is no walk in the park. 8 hours of pure hell a day. If you don't study they will be able to tell and you probably won't pass the class. If you're not studying every night and staying late everynight, expect to either be sent home or forgotten about.

You better know the material front to back, captain and fo flows, and everything within reach in your brain.

My bad, but aren't you supposed to know go around single engine in your Multiengine training? Also, didn't you practice engine failures on takeoff in your Multiengine training as well???

Are you crazy?????? Go to AA??? Really, and airline that is bleeding a lot of money, I don't think AA will survive another 15 years. If you get there in 10 years (not likely neither), you will be furlough before getting the 2nd year pay. I will recommend to do a little more research about AA and other companies, before doing AA your definitely career.

So, you have less than 100multi. Are you going to the ATP course?

Totally agree with you, I rather go to Delta, Fedex, UPS, Continental, etc before going to AA. Unless they call my number in less than 6 years from now. Other than that I'll go to other airline to get my career advance. Anyway even if we go to AA before 15 years from now we still going with first year pay and probation.

Totally agree with you, AE training will be hard, if you don't start studying right away and you don't study every night you will be gone in the sims sessions even before getting your checkride.

I'm going to my firs retraining next month after 8 months flying the line and I'm getting crazy already studying!

A V1 cut in the ATP sim by a 2 pilot crew with little to no CRM or FCP training is nothing like doing a go-around in a Duchess. You will want to study up on this maneuver. Stuff moves faster and 2 people have to be in synch.

AE training will be very difficult, but I wasn't referring to AE training. I was talking about ATP's RJ class. Probably one of the easier training regimens I've ever been a part of. Still need to study, but not rocket science.

For training, The sheer quantity of material one needs to know right off the top of their head is extensive.

There is very little guidance in regards to, what one needs to know and when. Those who are deliberate in their studies have been seeking advice from people in classes ahead of us as to what we should focus on. Captain upgrade and transition guys have commented on how good the training used to be.

It has really become a self study program with a very limited amount of oversight from the instructors. We haven't figured out if it is a cost issue, man power problem, leadership/mgmt problem or what. The truth is checkride failures have gone way up and I'm sure the higher ups are seeing a lot of $$$'s being flushed.

My advice for those who are just about to start class, find some one ahead of you in class and continue to ask them how much you should know and by what date.

There is a whole elephant to eat, but you gotta eat it one bite at a time.

the instructor will leave the syllabus for the week, read tonight which system you will be covering the next day along with the system being currently covered. along with the systems reading, cover your limitations and flows before going to bed. this is what i did as a new hire, was definitely tired during the day though! suck it up!!! ;)

they will not hold your hand in training and tell you what you need cover! some PIC decision on your part!!!!!

You are comparing a V1 cut with a Single engine go around. My question was simple...

Did you practice single engine after takeoff in your ME training? Because I used to get engine failures after takeoff as soon as I take the gear lever up.

For me that was harder than the V1 cut...because you have to do all by yourself, in a multi crew environment your PM will help you. The work of the PF is that...fly the plane while the PM do everything else. And the Jet don't give you a lot of yaw like a prop plane with the engine in the wing do.

The gouges are still pretty much right on. I flew in the day before and the interview lasted pretty much all day. Interview was 3 parts; HR, technical and Sim. Lots of waiting before each round of interviews. Everyone at Eagle was professional and friendly. No real surprises if you are well prepared going in. I made a few mistakes but still received the offer. 1800tt 55me. Hope this helps.