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Old 10-27-2006, 11:27 AM
  #31  
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Originally Posted by exerauflyboy5 View Post
WOW...
This post became interesting really quick!!!
Thanks to eveyone that posted, it showed me some insight on what i should do. I still have some time to see what this program is about, my thinking is that since they have these hiring alliances with some airlines that they must be doing something right? Wouldnt a basic understanding of aircraft systems help you in ground school? I mean how many people are asked to leave because they lack an understanding, or in that case just dont cut it? Id thinking having sometype of understanding would be a goodthing, the less they have to sit down and explain things to you the better right?

And i dont care if i get a prop or a jet, i just want to do my time with a well respected company, get the PIC, and move the hell on.
As with anything, a basic understanding and some background will definitely help you. If you don't know anything about swept-wing aerodynamics, glass cockpits, jet engines, pressurization systems, crew environments, departure and arrival profiles, etc then you will definitely have a steeper learning curve than someone who has seen the stuff before. But the airlines don't really care what you know coming in. They are going to teach you what they want you to know how they want you to know it, the difference is how fast will you pick it up. What I'm sure they have found is that folks who come in with a little background have a higher success rate during training than the guy whos been flying the patch in a 152.
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Old 10-27-2006, 11:42 AM
  #32  
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Originally Posted by exerauflyboy5 View Post
WOW...
This post became interesting really quick!!!
Thanks to eveyone that posted, it showed me some insight on what i should do. I still have some time to see what this program is about, my thinking is that since they have these hiring alliances with some airlines that they must be doing something right? Wouldnt a basic understanding of aircraft systems help you in ground school? I mean how many people are asked to leave because they lack an understanding, or in that case just dont cut it? Id thinking having sometype of understanding would be a goodthing, the less they have to sit down and explain things to you the better right?

And i dont care if i get a prop or a jet, i just want to do my time with a well respected company, get the PIC, and move the hell on.
Read the Turbine Pilot's Flight Manual (available anywhere). If you can't understand that stuff, maybe take a ground class on turbine systems.

It would be ridiculous to spend thousands on an RJ course...the airlines provide all of that. It will not give you a hiring advantage unless you are participating in a specific bridge program.

Frankly, so many airline pilots are incensed about the whole PFT thing that there is a chance you could have a captain interviewer who actually holds it against you (the fact that you paid for that training).

The standard in this industry is that you buy your licenses, but NOT your aircraft specific training...and none of us want to see that change. I seem to do a training event every two years on average, and spending $20K - 50K a pop is not somewhere I want to go.

And no, I don't have a 73 type, nor am I planning on getting one.
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Old 10-27-2006, 11:43 AM
  #33  
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Peops who take this route never really fly an airplane. there should be a freight job in there somewhere. No wonder most of these rj jocks are cocky...they've never been humbled

Well, I believe that is your opinion. I personally don't care to fly cargo, and there are plenty of pilots out there who never have either, so I guess they have never really flown a plane either.
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Old 10-27-2006, 12:16 PM
  #34  
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I guess I am a half a$$ decent pilot. I did private and instrument at FBO and based on instructors reccomendation went to ATP for the rest. Now I have been instructing at my FBO for the past year. To sum it I was not happy with my ATP experience failed 3 of my checkrides there. On the Designated Examimer pay subject. The main examiner at the ATP location I went to charged $350 a checkride, normally did two a day and was gone by lunch. He did not normally work on weekends. By the way he charged $275 for a reride. He must have nice retirement.

Last edited by wtn0014; 10-27-2006 at 12:47 PM.
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Old 10-27-2006, 04:28 PM
  #35  
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I've had the opportunity to supervise instructors that trained at All ATP's getting their CFI/CFII/MEI ratings. What I saw was fairly universal - ATP did not teach these students the basic fundamentals of using that rating. More over, they taught the student how to "pass a checkride". I'm not coming down on any pilot that was a part of that program - just the program itself. If you get the rating, great. I would hope that most places would like to see more than just a piece of paper. You should probably be able to back up that piece of paper with some actual skill other than flying a Sim. We have all "paid for training" when we got our Private, Commercial, etc. But paying for time in an RJ Sim that any company would give an appropriately rated, well prepared pilot for free is just stupid.
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Old 10-27-2006, 06:33 PM
  #36  
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Boy this thread hwas turned into a real bashing session.....

Let me begin by saying my only experience with ATP was the two day cram for the ATP written test several years ago. If I recall, ATP warned the cram was not a replacement for ground school (just like Gleim books and other test prep books/software). Test prep is aimed at getting one the highest score Period. All these test preps do what they claim: get you the best score you can.

DPEs are independent contractors who (except with special need and prior FAA authorizadion) may only do two checkrides per day. I believe they set there own prices, but I would say $350 per ride is about average (for commercial or ATP). There have always been variations between examiners (FAA or DPE), and any self respecting CFI (weather at an FBO or a factory) will try to send his/her students to an "easy" examiner.

The comment about only being a real pilot if one has flown frieght. I think he/she meant flying scheduled, single pilot IFR, mostly without an autopilot. That can be some .... ummm... exciting flying. One WILL learn tons about flying AND HIMSELF when faced with handflying a crappy, non-p approach to mins, in the middle of nowhere, without radar service, and in the middle of the night.

Now, back to the original question of the CRJ class. My guess is reading two or three good books could be just as bennificial. And if you still have questions, go see a buddy who is flying the rj and trade him a pizza and twelve pack for some help.


By the way, regaurding the pilots who just barely passed.... I remember an old joke:
What do you call the guy who graduated last in his classs at medical school?
Doctor.
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Old 10-27-2006, 07:00 PM
  #37  
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Originally Posted by ctd57 View Post
Peops who take this route never really fly an airplane. there should be a freight job in there somewhere. No wonder most of these rj jocks are cocky...they've never been humbled

Well, I believe that is your opinion. I personally don't care to fly cargo, and there are plenty of pilots out there who never have either, so I guess they have never really flown a plane either.
Well, i guess not
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Old 10-27-2006, 07:02 PM
  #38  
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Originally Posted by FlyJSH View Post
Boy this thread hwas turned into a real bashing session.....

Let me begin by saying my only experience with ATP was the two day cram for the ATP written test several years ago. If I recall, ATP warned the cram was not a replacement for ground school (just like Gleim books and other test prep books/software). Test prep is aimed at getting one the highest score Period. All these test preps do what they claim: get you the best score you can.

DPEs are independent contractors who (except with special need and prior FAA authorizadion) may only do two checkrides per day. I believe they set there own prices, but I would say $350 per ride is about average (for commercial or ATP). There have always been variations between examiners (FAA or DPE), and any self respecting CFI (weather at an FBO or a factory) will try to send his/her students to an "easy" examiner.

The comment about only being a real pilot if one has flown frieght. I think he/she meant flying scheduled, single pilot IFR, mostly without an autopilot. That can be some .... ummm... exciting flying. One WILL learn tons about flying AND HIMSELF when faced with handflying a crappy, non-p approach to mins, in the middle of nowhere, without radar service, and in the middle of the night.

Now, back to the original question of the CRJ class. My guess is reading two or three good books could be just as bennificial. And if you still have questions, go see a buddy who is flying the rj and trade him a pizza and twelve pack for some help.


By the way, regaurding the pilots who just barely passed.... I remember an old joke:
What do you call the guy who graduated last in his classs at medical school?
Doctor.
ya, what he said
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Old 10-27-2006, 07:22 PM
  #39  
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HOtmamapilot and CTD57, you both;




Kids who are reading this out there, the moral of this thread is don't buy your job, however the location where you got your ratings doesn't matter. SAVE your $$$$
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Old 10-27-2006, 10:43 PM
  #40  
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Kids who are reading this out there, the moral of this thread is don't buy your job, however the location where you got your ratings doesn't matter. SAVE your $$$$

Yeah, what he said.
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