Colgan 3407 crash...Chief Pilot Emails
10-26-2011, 11:14 PM
#81
Gets Weekends Off
Thread Starter
Joined APC: Jun 2007
Posts: 673
Schumer Calls for Senate Hearings into Colgan Air E-Mails | wgrz.com
....now it seems they want a senate hearing over the emails.
....now it seems they want a senate hearing over the emails.
10-27-2011, 06:22 AM
#82
Gets Weekends Off
Joined APC: Sep 2006
Position: Lovin' life at .4 (ish) mach
Posts: 1,317
And how did it ruin your career???
You can't fly for an airline with 300 hours, really?
Go out and pay your dues. Go out and build time. Go out and build experience.
Sorry, I'm an "old guy", mid 40s. Almost 3000 hrs of CFI and single pilot freight before I saw a turbine engine.
And I now have almost 20,000 hrs including 6000 pic in the Dash. And a Dash8 stall is very easy to recover from.
So yes, this accident was an experience issue.
Just the way it is, a lot of low time pilots that think they know more and are better than they are.
I learn something on every flight.
You can't fly for an airline with 300 hours, really?
Go out and pay your dues. Go out and build time. Go out and build experience.
Sorry, I'm an "old guy", mid 40s. Almost 3000 hrs of CFI and single pilot freight before I saw a turbine engine.
And I now have almost 20,000 hrs including 6000 pic in the Dash. And a Dash8 stall is very easy to recover from.
So yes, this accident was an experience issue.
Just the way it is, a lot of low time pilots that think they know more and are better than they are.
I learn something on every flight.
10-27-2011, 07:47 AM
#83
New Hire
Joined APC: Apr 2008
Position: EX SF340 CA
Posts: 5
Let me share the short version of my story to illustrate how crazy things have become after 3407 concerning check rides.
In late 2007, I was hired as a STREET CAPTAIN to fly the Saab 340. I had about 3200 hours including a couple years of 135 time in King Airs and a type rating in the Citation V. I had zero 121 experience, so training was challenging, as well as IOE. But I applied myself, did well in training, of course passed all the check rides and was, I believe, a competent and well-liked captain. Like an idiot, I left Colgan in 2010 for a 91 gig that dried up. I left because I had been pushed back onto reserve (as FOs upgraded) and was making only $39k with no relief in sight. If I had toughed it out for a year, the ALPA contract would have raised my pay, although I'd still be on reserve.
When I resigned, the DO called me and asked "is there anything I can do to help?" That was nice, but I knew he couldn't fix the pay or work rules or any of the other stuff that people who read this board will know all about.
OK. Here's the kicker, folks. Colgan/Pinnacle/Mesaba won't even invite me for an interview to be a FIRST OFFICER now even though I was a successful CAPTAIN.
Why? Because 11 years ago (and more than 5,000 hours of flight time ago) I failed 4 check rides while doing ATP's semi-ridiculous Career Pilot Program. I won't go into the details of the rides (they were multi engine, instrument TWO TIMES, HOLY CRAP, and MEI (which was my initial CFI ride). It was all my fault, but it's more complicated than that. My instructor had 300 hours and, in retrospect, was more interested in building Seminole time flying with ATP candidates than working with me any my partner. As an experienced instructor myself now, I can safely say had no business giving instrument instruction at that time. But I trusted him when he signed me off. My fault. I had a huge personality problem with the DPE, but again, my fault. Other guys passed. I analyzed my experience and think I drew the right conclusions.
Since November 2000, I have had 100 percent success in check rides, CFII, ATP, CE-500 type rating, SF-340 type rating ... like 8 135 rides and 4 121 rides not counting Fed Rides, line checks and all the other jeopardy events Colgan captains were exposed to after 3407.
Recently, I interviewed at Compass and they grilled me for 20 minutes about these failures, even though I passed their special Delta/Fed-ex pilot knowledge test, the cognitive ability test, etc. and everything else I've mentioned. The fact that I have no violations, letters, problems with FAA and had flown successfully all over the Colgan system, to say nothing of my 135 experience .... well, that never came up.
Leaving Colgan was perhaps the stupidest thing I could have done for my 121 aspirations, thinking I could chill out in a 91 gig until SWA or DAL started hiring again. But on the other hand, it was getting really tough to support a wife, 3 kids and a dog as an airline captain making around $40k a year.
Maybe those failures were God's way of getting me to pick a more sensible career ... I don't know. (That was kind of a joke, but maybe not ... ) But the situation makes me crazy. I think about those failures, how avoidable each one of them was, every day. If I'd just stayed at my FBO and continued on with my instructors, who were excellent, I might not have had any failures, who knows? But I quit my job, took out a loan and went to ATP so I could get ahead faster to be an airline pilot.
And now I get to watch while 800-hour pilots who've never flown in a cloud, carried a load of ice, picked their way through TS get interviews jobs, and I can't do anything but wait for a change in hiring policy. But I guess I can't blame the airlines as long as they have applicants with zero failures or less than two in the current legal/media climate.
Eagle was the only company nice enough to at least send me a letter that they weren't interested. From everyone else, I just get silence.
I mean, not even freaking GoJets has responded to me. Talk about being persona non grata!
If you are considering some kind of fast-track training, make sure you check the quality of the instruction and the learning experience. There were good things about ATP, but at the time, there was almost no oversight of instructors. I would bet that things have changed in the decade since I finished. Hopefully, they have.
In late 2007, I was hired as a STREET CAPTAIN to fly the Saab 340. I had about 3200 hours including a couple years of 135 time in King Airs and a type rating in the Citation V. I had zero 121 experience, so training was challenging, as well as IOE. But I applied myself, did well in training, of course passed all the check rides and was, I believe, a competent and well-liked captain. Like an idiot, I left Colgan in 2010 for a 91 gig that dried up. I left because I had been pushed back onto reserve (as FOs upgraded) and was making only $39k with no relief in sight. If I had toughed it out for a year, the ALPA contract would have raised my pay, although I'd still be on reserve.
When I resigned, the DO called me and asked "is there anything I can do to help?" That was nice, but I knew he couldn't fix the pay or work rules or any of the other stuff that people who read this board will know all about.
OK. Here's the kicker, folks. Colgan/Pinnacle/Mesaba won't even invite me for an interview to be a FIRST OFFICER now even though I was a successful CAPTAIN.
Why? Because 11 years ago (and more than 5,000 hours of flight time ago) I failed 4 check rides while doing ATP's semi-ridiculous Career Pilot Program. I won't go into the details of the rides (they were multi engine, instrument TWO TIMES, HOLY CRAP, and MEI (which was my initial CFI ride). It was all my fault, but it's more complicated than that. My instructor had 300 hours and, in retrospect, was more interested in building Seminole time flying with ATP candidates than working with me any my partner. As an experienced instructor myself now, I can safely say had no business giving instrument instruction at that time. But I trusted him when he signed me off. My fault. I had a huge personality problem with the DPE, but again, my fault. Other guys passed. I analyzed my experience and think I drew the right conclusions.
Since November 2000, I have had 100 percent success in check rides, CFII, ATP, CE-500 type rating, SF-340 type rating ... like 8 135 rides and 4 121 rides not counting Fed Rides, line checks and all the other jeopardy events Colgan captains were exposed to after 3407.
Recently, I interviewed at Compass and they grilled me for 20 minutes about these failures, even though I passed their special Delta/Fed-ex pilot knowledge test, the cognitive ability test, etc. and everything else I've mentioned. The fact that I have no violations, letters, problems with FAA and had flown successfully all over the Colgan system, to say nothing of my 135 experience .... well, that never came up.
Leaving Colgan was perhaps the stupidest thing I could have done for my 121 aspirations, thinking I could chill out in a 91 gig until SWA or DAL started hiring again. But on the other hand, it was getting really tough to support a wife, 3 kids and a dog as an airline captain making around $40k a year.
Maybe those failures were God's way of getting me to pick a more sensible career ... I don't know. (That was kind of a joke, but maybe not ... ) But the situation makes me crazy. I think about those failures, how avoidable each one of them was, every day. If I'd just stayed at my FBO and continued on with my instructors, who were excellent, I might not have had any failures, who knows? But I quit my job, took out a loan and went to ATP so I could get ahead faster to be an airline pilot.
And now I get to watch while 800-hour pilots who've never flown in a cloud, carried a load of ice, picked their way through TS get interviews jobs, and I can't do anything but wait for a change in hiring policy. But I guess I can't blame the airlines as long as they have applicants with zero failures or less than two in the current legal/media climate.
Eagle was the only company nice enough to at least send me a letter that they weren't interested. From everyone else, I just get silence.
I mean, not even freaking GoJets has responded to me. Talk about being persona non grata!
If you are considering some kind of fast-track training, make sure you check the quality of the instruction and the learning experience. There were good things about ATP, but at the time, there was almost no oversight of instructors. I would bet that things have changed in the decade since I finished. Hopefully, they have.
10-27-2011, 10:36 AM
#85
Gets Weekends Off
Joined APC: Dec 2005
Posts: 8,920
spitfire, that sucks! It's all yet another fallout from 3407. Because if something was to happen, all the media would do is pull those failures out from 10+ years ago and say "OMG! Pilot failed 4 times! Incompetent pilot! A failure! Should not have been flying!" And you, and your family, would be dragged through this media hell. And then the lawyers, the letters, the court dates would start.
I remember a time when everyone said that one or two checkride failures, maybe even 3, wasn't necessarily a bad thing, and as long as you accept responsibility and explain it nicely in interviews, it wouldn't matter. Now, I know pilots getting "No thanks!" emails or letters because of a failed checkride or two!
You can thank MR for that. I understand the dead cannot speak for themselves, and I do not want to judge him for the actions that night, HOWEVER, what I can judge on are the lies of checkride failures on the initial Colgan application. No professional pilot should EVER lie on an application regarding failures. He disclosed only the number that he knew would still allow him to get hired without any hiccups. Intentionally hiding this kind of detail speaks volumes of a pilot's character and morals. So now by default, the second the airline sees even one checkride failure, the flags all start to go up.
I remember a time when everyone said that one or two checkride failures, maybe even 3, wasn't necessarily a bad thing, and as long as you accept responsibility and explain it nicely in interviews, it wouldn't matter. Now, I know pilots getting "No thanks!" emails or letters because of a failed checkride or two!
You can thank MR for that. I understand the dead cannot speak for themselves, and I do not want to judge him for the actions that night, HOWEVER, what I can judge on are the lies of checkride failures on the initial Colgan application. No professional pilot should EVER lie on an application regarding failures. He disclosed only the number that he knew would still allow him to get hired without any hiccups. Intentionally hiding this kind of detail speaks volumes of a pilot's character and morals. So now by default, the second the airline sees even one checkride failure, the flags all start to go up.
10-27-2011, 10:37 AM
#86
Bracing for Fallacies
Joined APC: Jul 2007
Position: In favor of good things, not in favor of bad things
Posts: 3,543
Let me share the short version of my story to illustrate how crazy things have become after 3407 concerning check rides.
In late 2007, I was hired as a STREET CAPTAIN to fly the Saab 340. I had about 3200 hours including a couple years of 135 time in King Airs and a type rating in the Citation V. I had zero 121 experience, so training was challenging, as well as IOE. But I applied myself, did well in training, of course passed all the check rides and was, I believe, a competent and well-liked captain. Like an idiot, I left Colgan in 2010 for a 91 gig that dried up. I left because I had been pushed back onto reserve (as FOs upgraded) and was making only $39k with no relief in sight. If I had toughed it out for a year, the ALPA contract would have raised my pay, although I'd still be on reserve.
When I resigned, the DO called me and asked "is there anything I can do to help?" That was nice, but I knew he couldn't fix the pay or work rules or any of the other stuff that people who read this board will know all about.
OK. Here's the kicker, folks. Colgan/Pinnacle/Mesaba won't even invite me for an interview to be a FIRST OFFICER now even though I was a successful CAPTAIN.
Why? Because 11 years ago (and more than 5,000 hours of flight time ago) I failed 4 check rides while doing ATP's semi-ridiculous Career Pilot Program. I won't go into the details of the rides (they were multi engine, instrument TWO TIMES, HOLY CRAP, and MEI (which was my initial CFI ride). It was all my fault, but it's more complicated than that. My instructor had 300 hours and, in retrospect, was more interested in building Seminole time flying with ATP candidates than working with me any my partner. As an experienced instructor myself now, I can safely say had no business giving instrument instruction at that time. But I trusted him when he signed me off. My fault. I had a huge personality problem with the DPE, but again, my fault. Other guys passed. I analyzed my experience and think I drew the right conclusions.
Since November 2000, I have had 100 percent success in check rides, CFII, ATP, CE-500 type rating, SF-340 type rating ... like 8 135 rides and 4 121 rides not counting Fed Rides, line checks and all the other jeopardy events Colgan captains were exposed to after 3407.
Recently, I interviewed at Compass and they grilled me for 20 minutes about these failures, even though I passed their special Delta/Fed-ex pilot knowledge test, the cognitive ability test, etc. and everything else I've mentioned. The fact that I have no violations, letters, problems with FAA and had flown successfully all over the Colgan system, to say nothing of my 135 experience .... well, that never came up.
Leaving Colgan was perhaps the stupidest thing I could have done for my 121 aspirations, thinking I could chill out in a 91 gig until SWA or DAL started hiring again. But on the other hand, it was getting really tough to support a wife, 3 kids and a dog as an airline captain making around $40k a year.
Maybe those failures were God's way of getting me to pick a more sensible career ... I don't know. (That was kind of a joke, but maybe not ... ) But the situation makes me crazy. I think about those failures, how avoidable each one of them was, every day. If I'd just stayed at my FBO and continued on with my instructors, who were excellent, I might not have had any failures, who knows? But I quit my job, took out a loan and went to ATP so I could get ahead faster to be an airline pilot.
And now I get to watch while 800-hour pilots who've never flown in a cloud, carried a load of ice, picked their way through TS get interviews jobs, and I can't do anything but wait for a change in hiring policy. But I guess I can't blame the airlines as long as they have applicants with zero failures or less than two in the current legal/media climate.
Eagle was the only company nice enough to at least send me a letter that they weren't interested. From everyone else, I just get silence.
I mean, not even freaking GoJets has responded to me. Talk about being persona non grata!
If you are considering some kind of fast-track training, make sure you check the quality of the instruction and the learning experience. There were good things about ATP, but at the time, there was almost no oversight of instructors. I would bet that things have changed in the decade since I finished. Hopefully, they have.
In late 2007, I was hired as a STREET CAPTAIN to fly the Saab 340. I had about 3200 hours including a couple years of 135 time in King Airs and a type rating in the Citation V. I had zero 121 experience, so training was challenging, as well as IOE. But I applied myself, did well in training, of course passed all the check rides and was, I believe, a competent and well-liked captain. Like an idiot, I left Colgan in 2010 for a 91 gig that dried up. I left because I had been pushed back onto reserve (as FOs upgraded) and was making only $39k with no relief in sight. If I had toughed it out for a year, the ALPA contract would have raised my pay, although I'd still be on reserve.
When I resigned, the DO called me and asked "is there anything I can do to help?" That was nice, but I knew he couldn't fix the pay or work rules or any of the other stuff that people who read this board will know all about.
OK. Here's the kicker, folks. Colgan/Pinnacle/Mesaba won't even invite me for an interview to be a FIRST OFFICER now even though I was a successful CAPTAIN.
Why? Because 11 years ago (and more than 5,000 hours of flight time ago) I failed 4 check rides while doing ATP's semi-ridiculous Career Pilot Program. I won't go into the details of the rides (they were multi engine, instrument TWO TIMES, HOLY CRAP, and MEI (which was my initial CFI ride). It was all my fault, but it's more complicated than that. My instructor had 300 hours and, in retrospect, was more interested in building Seminole time flying with ATP candidates than working with me any my partner. As an experienced instructor myself now, I can safely say had no business giving instrument instruction at that time. But I trusted him when he signed me off. My fault. I had a huge personality problem with the DPE, but again, my fault. Other guys passed. I analyzed my experience and think I drew the right conclusions.
Since November 2000, I have had 100 percent success in check rides, CFII, ATP, CE-500 type rating, SF-340 type rating ... like 8 135 rides and 4 121 rides not counting Fed Rides, line checks and all the other jeopardy events Colgan captains were exposed to after 3407.
Recently, I interviewed at Compass and they grilled me for 20 minutes about these failures, even though I passed their special Delta/Fed-ex pilot knowledge test, the cognitive ability test, etc. and everything else I've mentioned. The fact that I have no violations, letters, problems with FAA and had flown successfully all over the Colgan system, to say nothing of my 135 experience .... well, that never came up.
Leaving Colgan was perhaps the stupidest thing I could have done for my 121 aspirations, thinking I could chill out in a 91 gig until SWA or DAL started hiring again. But on the other hand, it was getting really tough to support a wife, 3 kids and a dog as an airline captain making around $40k a year.
Maybe those failures were God's way of getting me to pick a more sensible career ... I don't know. (That was kind of a joke, but maybe not ... ) But the situation makes me crazy. I think about those failures, how avoidable each one of them was, every day. If I'd just stayed at my FBO and continued on with my instructors, who were excellent, I might not have had any failures, who knows? But I quit my job, took out a loan and went to ATP so I could get ahead faster to be an airline pilot.
And now I get to watch while 800-hour pilots who've never flown in a cloud, carried a load of ice, picked their way through TS get interviews jobs, and I can't do anything but wait for a change in hiring policy. But I guess I can't blame the airlines as long as they have applicants with zero failures or less than two in the current legal/media climate.
Eagle was the only company nice enough to at least send me a letter that they weren't interested. From everyone else, I just get silence.
I mean, not even freaking GoJets has responded to me. Talk about being persona non grata!
If you are considering some kind of fast-track training, make sure you check the quality of the instruction and the learning experience. There were good things about ATP, but at the time, there was almost no oversight of instructors. I would bet that things have changed in the decade since I finished. Hopefully, they have.
10-27-2011, 10:58 AM
#87
Line Holder
Joined APC: Oct 2011
Posts: 75
Let me share the short version of my story to illustrate how crazy things have become after 3407 concerning check rides.
In late 2007, I was hired as a STREET CAPTAIN to fly the Saab 340. I had about 3200 hours including a couple years of 135 time in King Airs and a type rating in the Citation V. I had zero 121 experience, so training was challenging, as well as IOE. But I applied myself, did well in training, of course passed all the check rides and was, I believe, a competent and well-liked captain. Like an idiot, I left Colgan in 2010 for a 91 gig that dried up. I left because I had been pushed back onto reserve (as FOs upgraded) and was making only $39k with no relief in sight. If I had toughed it out for a year, the ALPA contract would have raised my pay, although I'd still be on reserve.
When I resigned, the DO called me and asked "is there anything I can do to help?" That was nice, but I knew he couldn't fix the pay or work rules or any of the other stuff that people who read this board will know all about.
OK. Here's the kicker, folks. Colgan/Pinnacle/Mesaba won't even invite me for an interview to be a FIRST OFFICER now even though I was a successful CAPTAIN.
Why? Because 11 years ago (and more than 5,000 hours of flight time ago) I failed 4 check rides while doing ATP's semi-ridiculous Career Pilot Program. I won't go into the details of the rides (they were multi engine, instrument TWO TIMES, HOLY CRAP, and MEI (which was my initial CFI ride). It was all my fault, but it's more complicated than that. My instructor had 300 hours and, in retrospect, was more interested in building Seminole time flying with ATP candidates than working with me any my partner. As an experienced instructor myself now, I can safely say had no business giving instrument instruction at that time. But I trusted him when he signed me off. My fault. I had a huge personality problem with the DPE, but again, my fault. Other guys passed. I analyzed my experience and think I drew the right conclusions.
Since November 2000, I have had 100 percent success in check rides, CFII, ATP, CE-500 type rating, SF-340 type rating ... like 8 135 rides and 4 121 rides not counting Fed Rides, line checks and all the other jeopardy events Colgan captains were exposed to after 3407.
Recently, I interviewed at Compass and they grilled me for 20 minutes about these failures, even though I passed their special Delta/Fed-ex pilot knowledge test, the cognitive ability test, etc. and everything else I've mentioned. The fact that I have no violations, letters, problems with FAA and had flown successfully all over the Colgan system, to say nothing of my 135 experience .... well, that never came up.
Leaving Colgan was perhaps the stupidest thing I could have done for my 121 aspirations, thinking I could chill out in a 91 gig until SWA or DAL started hiring again. But on the other hand, it was getting really tough to support a wife, 3 kids and a dog as an airline captain making around $40k a year.
Maybe those failures were God's way of getting me to pick a more sensible career ... I don't know. (That was kind of a joke, but maybe not ... ) But the situation makes me crazy. I think about those failures, how avoidable each one of them was, every day. If I'd just stayed at my FBO and continued on with my instructors, who were excellent, I might not have had any failures, who knows? But I quit my job, took out a loan and went to ATP so I could get ahead faster to be an airline pilot.
And now I get to watch while 800-hour pilots who've never flown in a cloud, carried a load of ice, picked their way through TS get interviews jobs, and I can't do anything but wait for a change in hiring policy. But I guess I can't blame the airlines as long as they have applicants with zero failures or less than two in the current legal/media climate.
Eagle was the only company nice enough to at least send me a letter that they weren't interested. From everyone else, I just get silence.
I mean, not even freaking GoJets has responded to me. Talk about being persona non grata!
If you are considering some kind of fast-track training, make sure you check the quality of the instruction and the learning experience. There were good things about ATP, but at the time, there was almost no oversight of instructors. I would bet that things have changed in the decade since I finished. Hopefully, they have.
In late 2007, I was hired as a STREET CAPTAIN to fly the Saab 340. I had about 3200 hours including a couple years of 135 time in King Airs and a type rating in the Citation V. I had zero 121 experience, so training was challenging, as well as IOE. But I applied myself, did well in training, of course passed all the check rides and was, I believe, a competent and well-liked captain. Like an idiot, I left Colgan in 2010 for a 91 gig that dried up. I left because I had been pushed back onto reserve (as FOs upgraded) and was making only $39k with no relief in sight. If I had toughed it out for a year, the ALPA contract would have raised my pay, although I'd still be on reserve.
When I resigned, the DO called me and asked "is there anything I can do to help?" That was nice, but I knew he couldn't fix the pay or work rules or any of the other stuff that people who read this board will know all about.
OK. Here's the kicker, folks. Colgan/Pinnacle/Mesaba won't even invite me for an interview to be a FIRST OFFICER now even though I was a successful CAPTAIN.
Why? Because 11 years ago (and more than 5,000 hours of flight time ago) I failed 4 check rides while doing ATP's semi-ridiculous Career Pilot Program. I won't go into the details of the rides (they were multi engine, instrument TWO TIMES, HOLY CRAP, and MEI (which was my initial CFI ride). It was all my fault, but it's more complicated than that. My instructor had 300 hours and, in retrospect, was more interested in building Seminole time flying with ATP candidates than working with me any my partner. As an experienced instructor myself now, I can safely say had no business giving instrument instruction at that time. But I trusted him when he signed me off. My fault. I had a huge personality problem with the DPE, but again, my fault. Other guys passed. I analyzed my experience and think I drew the right conclusions.
Since November 2000, I have had 100 percent success in check rides, CFII, ATP, CE-500 type rating, SF-340 type rating ... like 8 135 rides and 4 121 rides not counting Fed Rides, line checks and all the other jeopardy events Colgan captains were exposed to after 3407.
Recently, I interviewed at Compass and they grilled me for 20 minutes about these failures, even though I passed their special Delta/Fed-ex pilot knowledge test, the cognitive ability test, etc. and everything else I've mentioned. The fact that I have no violations, letters, problems with FAA and had flown successfully all over the Colgan system, to say nothing of my 135 experience .... well, that never came up.
Leaving Colgan was perhaps the stupidest thing I could have done for my 121 aspirations, thinking I could chill out in a 91 gig until SWA or DAL started hiring again. But on the other hand, it was getting really tough to support a wife, 3 kids and a dog as an airline captain making around $40k a year.
Maybe those failures were God's way of getting me to pick a more sensible career ... I don't know. (That was kind of a joke, but maybe not ... ) But the situation makes me crazy. I think about those failures, how avoidable each one of them was, every day. If I'd just stayed at my FBO and continued on with my instructors, who were excellent, I might not have had any failures, who knows? But I quit my job, took out a loan and went to ATP so I could get ahead faster to be an airline pilot.
And now I get to watch while 800-hour pilots who've never flown in a cloud, carried a load of ice, picked their way through TS get interviews jobs, and I can't do anything but wait for a change in hiring policy. But I guess I can't blame the airlines as long as they have applicants with zero failures or less than two in the current legal/media climate.
Eagle was the only company nice enough to at least send me a letter that they weren't interested. From everyone else, I just get silence.
I mean, not even freaking GoJets has responded to me. Talk about being persona non grata!
If you are considering some kind of fast-track training, make sure you check the quality of the instruction and the learning experience. There were good things about ATP, but at the time, there was almost no oversight of instructors. I would bet that things have changed in the decade since I finished. Hopefully, they have.
10-27-2011, 11:00 AM
#88
Line Holder
Joined APC: Jan 2010
Position: dinosaur wrangler
Posts: 56
Good luck to all of you trying to charm the HR folks.
10-27-2011, 11:05 AM
#89
Thuggin it out
Joined APC: Aug 2006
Position: Rollin' Down tha 405
Posts: 2,567
That's because you were overqualified.
10-27-2011, 12:51 PM
#90
Gets Weekends Off
Joined APC: Jan 2007
Position: Self employed
Posts: 3,048
Imagine if even one of those check ride failures had also resulted in being fired from a part 121 air carrier.
Thread
Thread Starter
Forum
Replies
Last Post
