US Customs & Border Patrol Pilots
12-03-2008, 09:42 AM
#291
Gets Weekends Off
Joined APC: Dec 2007
Position: in line at the ticket counter
Posts: 129
Has anybody out there reapplied since the new posting came out? and if so have you received a new email saying that your app was accepted with a score? I submitted it about 2 weeks ago and have heard nothing yet.
12-03-2008, 12:11 PM
#292
Gets Weekends Off
Joined APC: Jul 2008
Position: F-4 Wild Weasel
Posts: 361
From what I hear they're all backed up with thousands of apps, I'm told they will be reviewing starting next week, then NOR's should be going out soon after. Im thinking 7-14 days until l see my NOR.
12-04-2008, 06:40 AM
#293
Line Holder
Joined APC: Jan 2008
Posts: 44
I applied under the previous posting of this job and heard nothing. I reapplied on 21 Nov under the new posting and my app status still shows "Pending HR Specialist Action". I have heard from multiple people (some of who took the time to call Staffing B in MSP) that they are either backed up with apps for this job or working another job first and that we should start seeing action soon.
There's a thread started at APTAP for the new AIA posting to keep track of this stuff in case you're interested in looking on that site.
Good luck!
Skyward80
There's a thread started at APTAP for the new AIA posting to keep track of this stuff in case you're interested in looking on that site.
Good luck!
Skyward80
12-04-2008, 05:09 PM
#294
Line Holder
Joined APC: Jan 2008
Position: C12 Standardization Pilot
Posts: 25
Any people working for them now on here?
I am interested in this job and I'm dual rated deployed to Iraq now flying Shorts 330's. I have close to 2k hours but mosty helos. Recent F/W qualified but flying my tail off over here now in the F/W's. I would like to talk to someone who actually works for the border patrol.. I also have 10 yrs LE time but ready to move on to something different. Just wondering if it was a different type of LE job than the norm. Thanks for any answers.
12-04-2008, 05:42 PM
#295
Line Holder
Joined APC: Jul 2006
Posts: 690
I am interested in this job and I'm dual rated deployed to Iraq now flying Shorts 330's. I have close to 2k hours but mosty helos. Recent F/W qualified but flying my tail off over here now in the F/W's. I would like to talk to someone who actually works for the border patrol.. I also have 10 yrs LE time but ready to move on to something different. Just wondering if it was a different type of LE job than the norm. Thanks for any answers.
12-05-2008, 08:18 AM
#296
Line Holder
Joined APC: Oct 2008
Posts: 62
There were 4 of us at the Interview. We were all separated accordingly and had our oral, HR interview and flight check at different times during the day. You get there at 08:00 and expect to get out by 1600 with an hour and half lunch break. (I recommend you rent a car)
HR interview: you give your life story in a nut shell to introduce yourself then they (3 of them) ask you questions about yourself or situations you may find yourself in. Eg. Two of your greatest strengths and two weaknesses. Would you be able to use lethal force if your life or life of others are in danger etc.
Oral: Part 61, Part 91 (visibilities in different class airspace, special VFR etc., lost comms procedures during IFR flight), knowledge on sectionals, charts (MCA, MOCA, OROCA, MEA, MRA etc,and some icing (3 types of icing) and performance questions (if airplane loaded with aft CofG what happens). Aviation is a perishable skill so I do not recommend going in there without refreshing your memory on a lot of this stuff. You go in cold, it will bite
you...guaranteed.
Check Ride: I don't think one check ride is like the other. Depends who your examiner is. Eg. Another applicant told me his IP talked a lot during the flight and made him feel at ease. On the other hand my IP was like Mr. Spock (didn't say a word and had a poker face from beginning to end.) At the end of the flight when we shut the engine down is the only time he put my mind at ease with a small comment. They are not supposed to tell you how you did but they may give you a hint...take the hint.
Flight: Depart from CBP hangar, at 500 AGL foggles on, intercept the 153 radial of IRW VOR which takes you to the IAF of LOC 3 at Norman (KOUN). Did the full procedure and a missed followed by the full missed appch procedure. I assumed he wanted to see a proper hold entry into the missed apprch hold so I gave him one. After that we canceled IFR flight plan and did VFR maneuvers with foggles off. Steep turns, slow flight, P-on and P-off stalls, engine out with a recovery at 200 AGL. Then foggles back on for vectors to the ILS to KOKC. Went missed again at DH and then a traffic pattern, on short final he took the controls and landed.
I tryed to make it look more profesional by tunning and IDing all the nav aids and getting the ATIS at both airports. You'll be busy in the cockpit doing everything by yourself but I'm sure all this plays a role. Attention to detail as they say may score you extra points.
The other applicant went north of OKC so he may have a different story but I'm sure the "meat and potatoes" of all check rides are the same.
Prepare for a Single pilot IFR check ride. You do the radios and punch in the frequencies (comms/nav).
Overall I had a positive experience. Good luck to you/us all.
HR interview: you give your life story in a nut shell to introduce yourself then they (3 of them) ask you questions about yourself or situations you may find yourself in. Eg. Two of your greatest strengths and two weaknesses. Would you be able to use lethal force if your life or life of others are in danger etc.
Oral: Part 61, Part 91 (visibilities in different class airspace, special VFR etc., lost comms procedures during IFR flight), knowledge on sectionals, charts (MCA, MOCA, OROCA, MEA, MRA etc,and some icing (3 types of icing) and performance questions (if airplane loaded with aft CofG what happens). Aviation is a perishable skill so I do not recommend going in there without refreshing your memory on a lot of this stuff. You go in cold, it will bite
you...guaranteed.
Check Ride: I don't think one check ride is like the other. Depends who your examiner is. Eg. Another applicant told me his IP talked a lot during the flight and made him feel at ease. On the other hand my IP was like Mr. Spock (didn't say a word and had a poker face from beginning to end.) At the end of the flight when we shut the engine down is the only time he put my mind at ease with a small comment. They are not supposed to tell you how you did but they may give you a hint...take the hint.
Flight: Depart from CBP hangar, at 500 AGL foggles on, intercept the 153 radial of IRW VOR which takes you to the IAF of LOC 3 at Norman (KOUN). Did the full procedure and a missed followed by the full missed appch procedure. I assumed he wanted to see a proper hold entry into the missed apprch hold so I gave him one. After that we canceled IFR flight plan and did VFR maneuvers with foggles off. Steep turns, slow flight, P-on and P-off stalls, engine out with a recovery at 200 AGL. Then foggles back on for vectors to the ILS to KOKC. Went missed again at DH and then a traffic pattern, on short final he took the controls and landed.
I tryed to make it look more profesional by tunning and IDing all the nav aids and getting the ATIS at both airports. You'll be busy in the cockpit doing everything by yourself but I'm sure all this plays a role. Attention to detail as they say may score you extra points.
The other applicant went north of OKC so he may have a different story but I'm sure the "meat and potatoes" of all check rides are the same.
Prepare for a Single pilot IFR check ride. You do the radios and punch in the frequencies (comms/nav).
Overall I had a positive experience. Good luck to you/us all.
12-05-2008, 08:48 AM
#297
Gets Weekends Off
Joined APC: Jul 2008
Position: UALFO 737
Posts: 173
There were 4 of us at the Interview. We were all separated accordingly and had our oral, HR interview and flight check at different times during the day. You get there at 08:00 and expect to get out by 1600 with an hour and half lunch break. (I recommend you rent a car)
HR interview: you give your life story in a nut shell to introduce yourself then they (3 of them) ask you questions about yourself or situations you may find yourself in. Eg. Two of your greatest strengths and two weaknesses. Would you be able to use lethal force if your life or life of others are in danger etc.
Oral: Part 61, Part 91 (visibilities in different class airspace, special VFR etc., lost comms procedures during IFR flight), knowledge on sectionals, charts (MCA, MOCA, OROCA, MEA, MRA etc,and some icing (3 types of icing) and performance questions (if airplane loaded with aft CofG what happens). Aviation is a perishable skill so I do not recommend going in there without refreshing your memory on a lot of this stuff. You go in cold, it will bite
you...guaranteed.
Check Ride: I don't think one check ride is like the other. Depends who your examiner is. Eg. Another applicant told me his IP talked a lot during the flight and made him feel at ease. On the other hand my IP was like Mr. Spock (didn't say a word and had a poker face from beginning to end.) At the end of the flight when we shut the engine down is the only time he put my mind at ease with a small comment. They are not supposed to tell you how you did but they may give you a hint...take the hint.
Flight: Depart from CBP hangar, at 500 AGL foggles on, intercept the 153 radial of IRW VOR which takes you to the IAF of LOC 3 at Norman (KOUN). Did the full procedure and a missed followed by the full missed appch procedure. I assumed he wanted to see a proper hold entry into the missed apprch hold so I gave him one. After that we canceled IFR flight plan and did VFR maneuvers with foggles off. Steep turns, slow flight, P-on and P-off stalls, engine out with a recovery at 200 AGL. Then foggles back on for vectors to the ILS to KOKC. Went missed again at DH and then a traffic pattern, on short final he took the controls and landed.
I tryed to make it look more profesional by tunning and IDing all the nav aids and getting the ATIS at both airports. You'll be busy in the cockpit doing everything by yourself but I'm sure all this plays a role. Attention to detail as they say may score you extra points.
The other applicant went north of OKC so he may have a different story but I'm sure the "meat and potatoes" of all check rides are the same.
Prepare for a Single pilot IFR check ride. You do the radios and punch in the frequencies (comms/nav).
Overall I had a positive experience. Good luck to you/us all.
HR interview: you give your life story in a nut shell to introduce yourself then they (3 of them) ask you questions about yourself or situations you may find yourself in. Eg. Two of your greatest strengths and two weaknesses. Would you be able to use lethal force if your life or life of others are in danger etc.
Oral: Part 61, Part 91 (visibilities in different class airspace, special VFR etc., lost comms procedures during IFR flight), knowledge on sectionals, charts (MCA, MOCA, OROCA, MEA, MRA etc,and some icing (3 types of icing) and performance questions (if airplane loaded with aft CofG what happens). Aviation is a perishable skill so I do not recommend going in there without refreshing your memory on a lot of this stuff. You go in cold, it will bite
you...guaranteed.
Check Ride: I don't think one check ride is like the other. Depends who your examiner is. Eg. Another applicant told me his IP talked a lot during the flight and made him feel at ease. On the other hand my IP was like Mr. Spock (didn't say a word and had a poker face from beginning to end.) At the end of the flight when we shut the engine down is the only time he put my mind at ease with a small comment. They are not supposed to tell you how you did but they may give you a hint...take the hint.
Flight: Depart from CBP hangar, at 500 AGL foggles on, intercept the 153 radial of IRW VOR which takes you to the IAF of LOC 3 at Norman (KOUN). Did the full procedure and a missed followed by the full missed appch procedure. I assumed he wanted to see a proper hold entry into the missed apprch hold so I gave him one. After that we canceled IFR flight plan and did VFR maneuvers with foggles off. Steep turns, slow flight, P-on and P-off stalls, engine out with a recovery at 200 AGL. Then foggles back on for vectors to the ILS to KOKC. Went missed again at DH and then a traffic pattern, on short final he took the controls and landed.
I tryed to make it look more profesional by tunning and IDing all the nav aids and getting the ATIS at both airports. You'll be busy in the cockpit doing everything by yourself but I'm sure all this plays a role. Attention to detail as they say may score you extra points.
The other applicant went north of OKC so he may have a different story but I'm sure the "meat and potatoes" of all check rides are the same.
Prepare for a Single pilot IFR check ride. You do the radios and punch in the frequencies (comms/nav).
Overall I had a positive experience. Good luck to you/us all.
12-05-2008, 09:31 AM
#298
Gets Weekends Off
Joined APC: Mar 2008
Position: FAA 'Flight Check'
Posts: 13,839
Would you be able to use lethal force if your life or life of others are in danger etc.
Aviation is a perishable skill so I do not recommend going in there without refreshing your memory on a lot of this stuff. You go in cold, it will bite
you...guaranteed.
you...guaranteed.
How about that *Everything explained.....* book?
They are not supposed to tell you how you did but they may give you a hint...take the hint.
Flight: Depart from CBP hangar, at 500 AGL foggles on,...
USMCFLYR
12-05-2008, 10:38 AM
#299
Line Holder
Joined APC: Jan 2008
Position: C12 Standardization Pilot
Posts: 25
I have read all of these post but does anyone know what the Quality of Life is? I have done both LE and Military and know what that is like but ready for a change. Any serious answers would be greatful. Thanks, Nick
12-05-2008, 11:51 AM
#300
Line Holder
Joined APC: Oct 2008
Position: Airbus
Posts: 41
My interview was pretty much the same as c12flyer said.
The day I flew the winds were out of the NW at 25 G 36 with light to mod turb so it was interesting to say the least. I hadn't flow a single engine for over 10 years, but it wasn't too bad. The foggles were really in bad shape and I had to hold my head up to see the instruments. I told the IP I need a bigger nose as they seem to slide down too far. LOL
Things to consider.
1. It will be a single pilot operation for the most part.
2. Study the approaches on the ground. Set up what you can for the first approach on the ground.
3. Call for and do the checklists. The IP held the checklist and when I called for a checklist he would hand it to me. I read everything out loud.
4. Anytime I did something I verbally stated my intentions to the IP so he could understand what I was thinking and planning. Example headings, wind correction, leaving an altitude for the MDA or DH, missed approach procedures, setting frequencies, corrections to errors etc.
5. Exercise good judgment.
Now to my ride.
Taxi out and take off. We joined a feeder radial to an IAF for a VOR approach to an airport NW of OKC
We did a full procedure turn to VOR approach then a missed then into a hold. The cross winds were strong so there was a good bit of correction required when navigating. I did the hold entry and inbound leg then he asked about wind corrections on the outbound leg. After my verbal answer we canceled IFR.
When then did steep turns in both directions, approach to landing stall, slow flight with turns in both directions, unusually attitudes, and a simulated engine out. These all went very well.
When then proceed back to OKC and did an ILS to 35R then a go around back to a full stop landing.
The IP told me he couldn't tell me how I did but then asked me "How do you feel you did."
I told him "I feel I did ok considering the weather conditions and how long it has been since being flying a single engine airplane, but it could have been better. I feel my performance improved as the ride progressed and I got more comfortable with the airplane."
He said "That’s exactly how you did and remember we take into consideration the weather conditions and what you currently fly when doing the evaluation."
So I think that is a Hint.
Overall it was a very positive experience and everyone I came into contact with was very courteous and professional.
I was told this round of interviews ends in December and to plan on hearing something in January at the earliest.
The day I flew the winds were out of the NW at 25 G 36 with light to mod turb so it was interesting to say the least. I hadn't flow a single engine for over 10 years, but it wasn't too bad. The foggles were really in bad shape and I had to hold my head up to see the instruments. I told the IP I need a bigger nose as they seem to slide down too far. LOL
Things to consider.
1. It will be a single pilot operation for the most part.
2. Study the approaches on the ground. Set up what you can for the first approach on the ground.
3. Call for and do the checklists. The IP held the checklist and when I called for a checklist he would hand it to me. I read everything out loud.
4. Anytime I did something I verbally stated my intentions to the IP so he could understand what I was thinking and planning. Example headings, wind correction, leaving an altitude for the MDA or DH, missed approach procedures, setting frequencies, corrections to errors etc.
5. Exercise good judgment.
Now to my ride.
Taxi out and take off. We joined a feeder radial to an IAF for a VOR approach to an airport NW of OKC
We did a full procedure turn to VOR approach then a missed then into a hold. The cross winds were strong so there was a good bit of correction required when navigating. I did the hold entry and inbound leg then he asked about wind corrections on the outbound leg. After my verbal answer we canceled IFR.
When then did steep turns in both directions, approach to landing stall, slow flight with turns in both directions, unusually attitudes, and a simulated engine out. These all went very well.
When then proceed back to OKC and did an ILS to 35R then a go around back to a full stop landing.
The IP told me he couldn't tell me how I did but then asked me "How do you feel you did."
I told him "I feel I did ok considering the weather conditions and how long it has been since being flying a single engine airplane, but it could have been better. I feel my performance improved as the ride progressed and I got more comfortable with the airplane."
He said "That’s exactly how you did and remember we take into consideration the weather conditions and what you currently fly when doing the evaluation."
So I think that is a Hint.
Overall it was a very positive experience and everyone I came into contact with was very courteous and professional.
I was told this round of interviews ends in December and to plan on hearing something in January at the earliest.
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