Posts Tagged ‘JetBlue’

The major airline hiring wave has begun

Tuesday, October 28th, 2014

In the last 18 months, airline hiring has begun to pick up. The majors are hiring steadily, and United alone has announced a need for 1,300 pilots in fewer than two years. American and Delta are also actively hiring. None of this is news.

But, changes are afoot.

Historically, the majors have tried to hire as many pilots as possible who have a lot of FAR Part 121 pilot-in-command (PIC) time. With the advent of the regional jet, the premium moved to turbojet/turbine PIC (TPIC). Further, the airlines made it clear that they wanted a few other items on your resume: a four-year degree was “preferred,” even though it was silently required, and service as a check airman, simulator instructor, chief pilot, or some other work beyond flying the line was a big help. Those qualifications still move you to the front of the line, so to speak.

But the majors are beginning to place a bit less emphasis now on PIC or TPIC time. It still helps to have it, but it isn’t the deal-breaker it used to be. The majors have realized that the recession, the downturn in the airlines, and the change in the mandatory retirement age from 60 to 65 has created a large pool of regional airline first officers who, through no fault of their own, did not have the opportunity to upgrade and gain experience as a captain. Further, they recognize that many of these FOs are good pilots and good people who will make excellent employees.

For years, jetBlue has been aggressive in hiring FOs, but the legacy carriers have been much less flexible. That isn’t to say that they didn’t do it, because they did. They just didn’t do it much. That may be starting to change. Longtime FOs are beginning to get interviewed and hired, which is great news. The requirement for the four-year degree has not been relaxed and isn’t likely to be soon, and it also helps to have a record of volunteerism or social activity on your resume. In fact, for an FO to stand out, it’s even more important to do what you can to boost your resume.

What this also means is that RJ captains can’t count on being the only ones to get calls for an interview. The competition for good jobs is heating up, and it’s quite possible that both pilots on an RJ flight deck on a Friday will be interviewing for the same job on a Monday. It’s been a long time since that’s happened. For pilots who are just entering the industry, it means that they don’t necessarily need to bank on a long period of stagnation like pilots did in the 2007-2012 time frame. There is, indeed, hope.

Pilots who have been captains are still at an obvious advantage, and a regional FO should still take an upgrade ASAP if one opens. But the tide is turning, and classes need to be filled. The long-awaited retirement boon at the majors is here, it’s happening, and it’s real. Also real are the opportunities for regional FOs to go to their airline of choice. Attending job fairs is still important, and so is networking. In fact, maybe more so than ever, a network of contacts can make a big difference in getting the job of choice. But for that network to help, you need to get those applications filled out and keep them up to date.—Chip Wright

Where are they now?

Friday, January 24th, 2014

I used to fly for Comair, the Delta Connection carrier that was headquartered in Cincinnati. Delta shut Comair down in 2012, and the pilots, like the other employees, scattered about like a colony of ants looking for work. Some had seen the writing on the wall and began their search in earnest months before it happened.

I’ve written on this blog before about the importance of networking, and keeping in touch with your network. Watching some of the pilots I used to work with is proof of the validity of that concept. Watching others is proof that some of them didn’t, and should have.

A friend of mine had been a captain for a while, but only logged about 600 hours of PIC time. He knew he wasn’t going to get where he really wanted to go without logging an additional 400 or so. So, before Comair closed down, he began reaching out to folks he had met throughout the course of his career, and began doing some part-time flying on the side. His travels took him to some fascinating places—he flew into North Korea and spent three days there—and gave him a wealth of experience he would never have gotten otherwise. One thing led to another, and he was doing a lot of contract CRJ flying in Europe and Asia. Back stateside, he’s flown Bon Jovi and Beyonce on their recent tours and been privileged to meet some Fortune 500 executives. Talk about a network!

A few other folks I knew reached out to some foreign airlines via friends they had, and got some enviable positions. One is a 787 captain overseas—he was hired as a captain “off the street,” and has been privileged to participate in new aircraft deliveries. Others are flying heavies—Boeing 777s, Airbus A-340s—for foreign carriers, and they are in a position to virtually pick which carrier they will fly for back in the United States when their contracts are up.

A few have caught on with contract cargo carriers like Kalitta and Atlas and have fallen in love with the idea of circumnavigating the globe twice in a 14-day stretch of work followed by a two-week period at home. Further, they can live anywhere they want because they are flown positive space to work. The cargo they carry varies—food, Christmas packages, animals, and human remains—as much as the destinations.

Others have become simulator instructors for FlightSafety International, jetBlue, or SimCom, while others have landed at the majors in the United States. The one thing we’ve all had in common is that we had contacts and a network to tap into, and we weren’t afraid to use them.

But I know too many pilots who allowed themselves to get complacent, and they thought that a logbook full of hours would be enough to get them the job they want. They’ve been surprised to find out that such is not the case. Knowing people; having a varied resume; bringing other skills to the table; and showing ambition and desire are all key to finding work. Some have decided to leave the industry altogether for their own reasons.

Having been there, I am convinced that a pilot who is unemployed for any period of time has only him- or herself to blame. The work—good work—is available. But it isn’t going to land on your doorstep unless you go get it. And you never know where it will take you.—Chip Wright

Way back when…

Thursday, August 29th, 2013

At the risk of sounding like an old fogey, things in the aviation training arena aren’t being done the way they used to be, especially at the airlines. In fact, in so many ways, this ain’t your Daddy’s airline world anymore.

Back in the day (there, I said it), training at an airline was done just like it was done in school. You would show up every day for a class that began at 8 a.m., and you would sit in a classroom while the teacher would lecture about the topics of the day. At night, you would go back to your hotel room and study your notes along with any books that you had been issued (usually an operations manual and/or a systems manual, along with a standards manual [basically, the “here’s-how-we-expect-you-to-operate-this-here-expensive-piece-of-machinery” book]).

You would study both alone and with a group. The next day, you would repeat the process, and at the end of the class(es), you would be administered some combination of written and oral exams. Simulator training would follow (prior to modern simulators, you would be trained in the actual airplane, usually in the middle of the night), and then a checkride, followed by training during line operations with passengers.

Nowadays, airlines have migrated towards more computer-based training (CBT) that is more self-directed, though with a schedule and a syllabus. JetBlue probably was the first U.S. carrier to embrace the CBT concept in full, since they did it very early on in their existence. Today, most carriers are moving toward some form of CBT for both initial and recurrent training. The bottom line, as you might imagine, is money. While there are claims that the newer training models have been scientifically tested, the process only works when it is properly implemented and used. Done wrong, I am convinced, it will do more harm than good.

There’s a lot to be said for the traditional classroom setting, especially with a good instructor that has actually flown the plane and not only knows the plane, but knows how to teach it. Personally, I liked the camaraderie that the classroom produced, and I liked having someone there who could explain things in English, especially when I felt like the only one who didn’t understand something.

But times have changed. Now, more and more airlines are going to the CBT model, in which the student is given a certain amount of time to go through all of the CBT modules. Online tests and quizzes verify a basic understanding of what has been learned (it’s very similar to modern online flight instructor refresher courses).

In a mature training program, the CBTs will mesh with what is being done in the simulators or fixed training devices. The advantage is obvious. The old 10-to-14-week training footprint can be reduced to eight or nine weeks, and for a crew that is familiar with the company but is just changing equipment, it can be pared down to six weeks. This represents a huge monetary savings for an airline, while improving the efficiency of the training program to get as many pilots through as possible. Given the huge hiring surge that is coming at the majors, they need all of the help they can get.

As a pilot, if CBT is not your forte, you can help yourself by taking advantage of the books, guides, and other resources available on just about any airplane you might fly. You don’t need to memorize the aircraft before you show up for class, but you can do yourself a huge favor by at least familiarizing yourself with some of the systems. If you aren’t sure which airplane you might fly, you might have to take a gamble or just wait until class.

No matter what, you will be dealing with the “firehose” of training, and if you aren’t prepared to work, and work hard, you will be sent home.—Chip Wright