How TOUGH is Great Lakes Training
12-01-2008, 03:58 PM
#61
Banned
Joined APC: Dec 2007
Position: CRJ FO
Posts: 84
Originally Posted by 248ToTheMarker
Is that the real reason why you quit? Sound like you may have been having a hard time with endoc...
Everthing that 1900LuxeryLiner has said is right on. Show up as a PROFICENT instrument rated pilot with a good attitude and you can make it. I don't have the limited time in the simulator to teach you how to fly any of the approaches. If you can't fly a ILS-sorry you should have been ready for it. Can't fly a NDB? I'll sit in a classroom and review "push the head, pull the tail" but I can't fly it for you. But I will teach you how to fly the 1900 with random emergencies/abnormals while flying those approaches. I'll teach you how to handle a engine failure at V1, or teach you how to fly the 1900 to our approach profiles.
Sorry for the rant but I can't handle 121 pilots complaining about flying "out-dated" eqipment. Yeah NDB's are going out, but a few of the places we fly to have NDB approaches, so we train on them. And who knows, you may have a engine failure while going to that city. So you may have to do a OEI NDB approach with a 25 knot crosswind. Chances are that you will never have that situation, but I can sleep at night knowing that if you do, you'll be trained on how to handle that situation.
As far as ground school, there is a lot of crap that they teach you that you'll probably never have to use, but GLA wants you to know it. But keep in mind that we hire captains. The training is basically the same for a newhire to a upgrade.
Everthing that 1900LuxeryLiner has said is right on. Show up as a PROFICENT instrument rated pilot with a good attitude and you can make it. I don't have the limited time in the simulator to teach you how to fly any of the approaches. If you can't fly a ILS-sorry you should have been ready for it. Can't fly a NDB? I'll sit in a classroom and review "push the head, pull the tail" but I can't fly it for you. But I will teach you how to fly the 1900 with random emergencies/abnormals while flying those approaches. I'll teach you how to handle a engine failure at V1, or teach you how to fly the 1900 to our approach profiles.
Sorry for the rant but I can't handle 121 pilots complaining about flying "out-dated" eqipment. Yeah NDB's are going out, but a few of the places we fly to have NDB approaches, so we train on them. And who knows, you may have a engine failure while going to that city. So you may have to do a OEI NDB approach with a 25 knot crosswind. Chances are that you will never have that situation, but I can sleep at night knowing that if you do, you'll be trained on how to handle that situation.
As far as ground school, there is a lot of crap that they teach you that you'll probably never have to use, but GLA wants you to know it. But keep in mind that we hire captains. The training is basically the same for a newhire to a upgrade.
That says a lot.
OO.
Last edited by OscarOscar; 12-01-2008 at 04:17 PM.
12-01-2008, 04:58 PM
#63
Gets Weekends Off
Joined APC: Mar 2008
Position: Beech 1900D
Posts: 280
12-01-2008, 07:51 PM
#64
Banned
Joined APC: Oct 2008
Position: Window Seat
Posts: 1,430
Ever landed the 1900 on a 4000 foot iced over gravel runway, with the only way of maintaining centerline being differential reverse??
I guess the only downside is I only get to fly 247 to the marker... lol.
Last edited by aviatorhi; 12-01-2008 at 10:01 PM.
12-01-2008, 09:50 PM
#65
On Reserve
Joined APC: Jul 2006
Position: DA40 Left seat
Posts: 20
I understand you need the instrument proficiency for Lakes, but do you get that from teaching instrument students or actually flying instrument yourself? I have taught several instrument students, but only felt my actual instrument flying skills improved when I was doing my CFII training, and I was the one flying. Is it more beneficial to teach an instrument student or do some sim?
12-01-2008, 09:59 PM
#66
Gets Weekends Off
Joined APC: Oct 2008
Posts: 1,530
I understand you need the instrument proficiency for Lakes, but do you get that from teaching instrument students or actually flying instrument yourself? I have taught several instrument students, but only felt my actual instrument flying skills improved when I was doing my CFII training, and I was the one flying. Is it more beneficial to teach an instrument student or do some sim?
My first airline training I thought was made easier because the 1 to 2 months before I got the job, all I was doing was long x country flying to build my multi time. The nonstop IFR flights that I did made the transition very easy since that's what you do day to day at an airline, just in a turbine airplane.
12-01-2008, 11:05 PM
#67
On Reserve
Joined APC: Jul 2006
Position: DA40 Left seat
Posts: 20
There is no substitute for you actually flying IFR, especially long cross country. However as long as you stay current on instrument flight it shouldn't be a problem.
My first airline training I thought was made easier because the 1 to 2 months before I got the job, all I was doing was long x country flying to build my multi time. The nonstop IFR flights that I did made the transition very easy since that's what you do day to day at an airline, just in a turbine airplane.
My first airline training I thought was made easier because the 1 to 2 months before I got the job, all I was doing was long x country flying to build my multi time. The nonstop IFR flights that I did made the transition very easy since that's what you do day to day at an airline, just in a turbine airplane.
12-02-2008, 03:01 PM
#69
Gets Weekends Off
Joined APC: Feb 2008
Position: CRJ FO
Posts: 313
Thanks, that's what I thought. I'm trying to do exactly what you said about the multi-engine x-country, but my flight school is convinced it will benefit me more to teach a few more students. Anyways, I think they are only looking to benefit themselves. I agree that teaching is great, but if Lakes is looking for a good instrument scan then I will do that on my own by actually flying, not by telling someone to get back on course, and watch his altitude. By the way, I have shot many NDB approaches. Would mentioning that fact on a resume help me get called faster since they wouldn't have to teach me that skill, or would it just be better to prove that on the sim if I get hired?
Believe me, you learn a lot by teaching. I learned more from watching my students make mistakes than I ever learned doing my instrument or getting my CFII. Teaching makes you a better pilot - because you're always learning too. You'll get more out of flying IFR while teaching then you will out there boring holes in the sky flying on your own.
12-02-2008, 03:22 PM
#70
Gets Weekends Off
Joined APC: Mar 2006
Position: Cessna 152 Captain
Posts: 695
Thanks, that's what I thought. I'm trying to do exactly what you said about the multi-engine x-country, but my flight school is convinced it will benefit me more to teach a few more students. Anyways, I think they are only looking to benefit themselves. I agree that teaching is great, but if Lakes is looking for a good instrument scan then I will do that on my own by actually flying, not by telling someone to get back on course, and watch his altitude. By the way, I have shot many NDB approaches. Would mentioning that fact on a resume help me get called faster since they wouldn't have to teach me that skill, or would it just be better to prove that on the sim if I get hired?
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