Posts Tagged ‘regional airlines’

What is a good…?

Wednesday, January 28th, 2015


I often get asked about various aspects of my job, from what makes one company better than another to what makes a given day better than others. These are some general answers to the question, “What makes a good….”

Schedule: Generally speaking, pilots on reserve will get 11 or 12 days off each month. Line-holders will get 14 to 16, or even 17, and a rare few will get 20. Some regionals require that reserves get at least one block of three or four days off in a row each month. If you’re a commuter, a good schedule is one that allows you to commute in on the first day of the trip and commute out on the last day, so you don’t have to spend time or money on crashpads, hotels, or apartments.

Paycheck: A regional first officer will make from $19,000 to $22,000 the first year. The FO can expect to max out at around $40,000 as a base salary and might earn near $50,000 in some cases with aggressive bidding, trip trades, et cetera. A captain will usually start at around $50,000, and after 15 years or so, he or she can make $100,000. In the future, these individuals will be rare, as most pilots will be moving on well before 15 years of service. However, a $70,000 to $80,000 income is not unrealistic.

Trip: Everyone has an opinion on this, but a large number of the trips are three or four days, with as few as one leg per day, and as many as five. Before FAR 117 went into effect, seven-leg days were not uncommon. Layovers will average 12 to 14 hours, with some much longer and a few shorter. Again, FAR 117 has done much to improve this, requiring crews to have an opportunity to get at least eight hours of sleep, versus the old days in which pilots might have eight hours “free from duty,” which could mean only four to five hours of sleep.

Commute: No commute is good, but some commutes are better than others. If you feel like you just can’t live in base, the best commutes are one-leg commutes. Two- or three-leg commutes are much more time-consuming, very stressful, and no fun. A good commute has a number of options for flights, not just one or two a day. Ideally, there will be some very early flights and some very late flights, both going to work and coming home. One thing I discovered is that a commute that is short enough to leave driving as an option is both good and bad, because you know you can drive if you need to, but you find yourself doing it more than you’d like.

Work rule: The airlines are a union-heavy industry, and all but a few have union contracts. Those contracts spell out the various rules by which the company can utilize the personnel without abusing the personnel, while also giving the company the freedom it needs to move metal. From a pilot perspective, a good work rule is one that ensures you’re getting paid to be at the airport. Believe it or not, there are times when pilots are at the airport not getting paid; in fact, most of the airport time is unpaid. The more you’re paid when at the airport, the more time off you have.

There are a lot of issues that a pilot needs to consider when looking for a job, be it a first job at a regional or a move up the ladder to a major or a cargo carrier. These are but a drop in the bucket of things to consider, and as your knowledge base expands, you’ll learn to understand and ask about far more complicated subjects. This, however, is a place to start.—Chip Wright

Caution: Think before you type

Wednesday, November 5th, 2014

Facebook-logo-thumbs-upWe live in a very connected world, and it’s a vastly different one than the one we had just a few years ago. As our electronics have continued to evolve, so have our communications, and the modern age has given birth to social media. Facebook, Twitter, and the apparently unlimited billboard space of the internet have made it possible to express and postulate online in ways that were unimaginable a few years ago.

Every day, it seems, a story comes out about someone getting caught doing something because of social media. People post things that they don’t give a second thought to, and they often should. I have a Facebook page, but I don’t tweet, and aside from this blog, I do very little posting on websites or online bulletin boards.

But I read what others type. Often it’s embarrassing just to see what people write. Never mind the bad grammar and spelling; the language is enough to make a sailor blush. It’s much worse on sites where a person can hide behind a screen name or an avatar.

I bring this up because many folks who might be reading this may be interested in pursuing a career as professional pilot. It’s important to realize that large corporations now have personnel whose sole job is to monitor social media for mention of the company name. This allows them to respond quickly to negative news, to address rumors or incorrect stories—and to see what current and potential employees are saying.

I see stuff online that makes me cringe, and I often wonder how quickly these people would be to use the same words in a face-to-face meeting with those they are criticizing. Criticism is fine—in fact it’s healthy—but there’s a line between being constructive and being mean, slanderous, or worse.

On a local sports radio show recently, the host was having an exchange with a fan of the Bengals after a game that they would have won had the kicker not missed a field goal. The fan’s tweets were vulgar and, one could argue, borderline criminal. The fan—who was brave enough to call in and give his name—found himself in a very embarrassing situation as he tried to defend his actions and words. In short, he couldn’t, and he gave up trying.

I’ve spoken to a number of folks in large companies, including airlines, who have some hard-to-believe stories about applicants, including pilots, who have submitted posts to websites that they probably thought were cute, funny, or clever. Unfortunately, these are folks who have been denied employment because the company simply could not take a chance on whether they would embarrass the airline as employees. Several have fired employees for violating company policy regarding social media. This includes not just words, but also photos.

A person placed under arrest is read the Miranda rights, including the phrase “anything you say can and will be held against you in a court of law.” Well, when you put something online, it’s quite possible that you will never have the opportunity to defend yourself in a court of anything. Further, you want to make sure that if you did need to defend yourself, you wouldn’t be embarrassed by your own actions.

Think twice, or even three times, before you post. It may haunt you, even years down the road.—Chip Wright

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

Just ahead in the December issue

Wednesday, October 15th, 2014
Ready to move up in the world?

Ready to move up in the world?

The December issue is our Collegiate/Career issue, and we continue that tradition with feature articles on flying jets and what awaits you when you get that airline job.

We also bring you our comprehensive College Aviation Directory, which lists colleges and universities in the United States that offer an associate’s, bachelor’s, or master’s degree in an aviation field. If you know a young person who’s thinking about an aviation degree, by all means hand off your issue–or point him or her to this link, where you will find the 2014 directory in .pdf format. We also have a searchable database, located at this link.

But it’s not all big iron and college stuff. We also bring you:

  • The Cowboy Code: Control your horse before it controls you. Striking parallels between learning to fly and learning to ride a horse.
  • Technique: Medical Certification. Not your regular technique article, but an important part of your path to a private pilot certificate nonetheless.
  • Debrief: Howard Wolvington. Meet the FAA’s 2014 Certificated Flight Instructor of the Year.

Our December issue hits digital devices on Oct. 29 and starts in-home delivery Nov. 4. Happy reading! As always, we welcome your letters to the editor (—Jill W. Tallman

Are you interested in learning to fly? Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resouces for student pilots. Click here for more information.


Does it matter how you get your time?

Tuesday, October 14th, 2014

10 Ways to ImproveAs airlines begin to spool up their hiring and training, and new commercial pilots are signed off by flight schools, an age-old question has popped up: Do airlines care how you get your time? Specifically, do regional airlines care? Does it matter if you log most of your post-commercial time as a CFI? If so, does it matter what kind of flight school you work in?

The answer is no. The regionals don’t care how you earn that first 1,000 to 1,200 hours. What they do care about is that you have it and that you can document it. Obviously, multiengine time is the most desired time to have, but the days of plentiful FAR Part 135 jobs in piston twins appear to have come and gone. But there are other options for getting time.

Flight instructing is obviously the most common and most time-honored method. Being a CFI will do more for your understanding of the art and craft of flying than you can imagine. Further, your understanding and depth of knowledge about the federal aviation regulations and the Aeronautical Information Manual will never be as good as when you are quoting them verbatim every day.

Depending on where you live (or choose to live), you can also pursue your flight time requirements towing banners. This is generally more common near beach communities, but not always. It’s also got an element of danger in it during the pickup. Many a pilot has earned his basic time flying barefoot in a Cub along a beach. The work can be boring, but in the summer, you can easily log six to eight hours a day, and that time adds up.

Sightseeing flights in popular tourist areas (the Grand Canyon, the Florida Keys, the Rockies) is another avenue for making time, and making time count. A few areas still use pipeline patrols, but these are getting less and less common, and the days of flying a traffic patrol are also coming to an end as more and more cities install cameras on highways. Further, more of these jobs are transitioning to helicopters because of their flexibility and ability to land at the scene of an accident for that “Live at Five” shot.

With regard to flight schools, it doesn’t matter if you work as a CFI in a Part 141 or a Part 61 school. While it’s true that Part 141 schools tend to mimic the airlines with dispatch desks, more rigid scheduling and operational rules, and even flight following, the CFI’s basic tasks don’t change. This is even more true as regional airlines scramble frantically for pilots.

The majors are obviously interested in hiring candidates who have previous Part 121 experience. It used to be that “EFIS and glass” were the big points, but now that every RJ has a glass cockpit, along with many turboprops, the emphasis is on overall 121 experience, with heavy emphasis placed on jet and turbojet pilot-in-command (TPIC) time. Getting hired at the majors from Part 91 and/or 135 corporate positions is harder than it used to be, but it can still be done.

If you’re just starting your career, don’t worry too much about how you get that first 1,200 hours. Just concentrate on getting it, and on getting any multiengine time anywhere you can. Once a regional hires you, the rest will fall into place.—Chip Wright

Training contracts

Monday, September 8th, 2014

Embraer 190 AzulAfter spending thousands of dollars on your training, and getting paid an unpredictable income as a flight instructor, you’ve just gotten a call from a regional airline offering you a job. You’ll be flying a new, state-of-the-art regional jet, complete with autothrottles. There is just one minor detail to be discussed: the airline wants you to sign a training contract. It states that if you leave before a specified date, you will be required to repay some or all of the cost of your training—a figure that might exceed $20,000.

What do you do?

Many pilots have just shrugged their shoulders, grabbed a pen—probably with the company logo on it—and signed on the dotted line.

At least two airlines in the United States are using these training contracts today, both of them on the Embraer 170/190 series of jets. The rationale is that cost of training is so high, and the availability of simulator time so low, that they do not have a choice. It is a means of hedging their investment and preventing a pilot from going through training, getting a type rating, and leaving as soon as possible for greener pastures. Those greener pastures are often overseas, where American pilots on the 170/190 step into starting pay that is well north of $100,000 a year, and often includes subsidized housing or a positive space ticket back home once a month. U.S. airlines’ concern abou pilots leaving is not unfounded.

The problem with these contracts is many pilots assume that they aren’t enforceable, especially since they are not a part of any union collective bargaining agreement. However, the airlines are beginning to pursue legal actions against pilots who try to leave early. “Early” is usually defined as two years.
If all goes well, the contract isn’t a problem. With the new rules in effect, a pilot can’t upgrade to captain of a U.S. airline until he or she has at least 1,000 hours as a first officer. Taking into account the time spent in initial training, the typical pilot will hit that 1,000 hours about the time the two-year commitment is up, give or take a few months.

As for the amount to be repaid, it behooves you to pay attention to the details. The contract may allow for prorating the amount owed based on the amount of time serve—but it may not. You may be on the hook for the entire amount if you leave just one day early.

Other details to be studied include your obligations if the company goes out of business or if you are furloughed. Likewise, if you lose your medical, is there any relief available?

Training contracts are not new (“pay-for-training” used to be very common), and they are commonly employed overseas. However, they are not the norm in the United States. I doubt that they will become the norm either, but if you find yourself entertaining—or needing—a job from a company that utilizes such a tool, it is worth discussing the language and commitments with an attorney. As for enforceability, it could cost you a ton of money just to get that question answered. If you’re going to sign one, assume you will have no choice but to honor it.—Chip Wright

Check your work

Thursday, June 5th, 2014

OLYMPUS DIGITAL CAMERAIn the zeal to get a job, it’s easy to get a bit ahead of yourself. Or to just do something dumb. An urban myth has made the rounds for years about a pilot who really wanted to work for UPS, and when he sent in his application, he did it via FedEx. Or vice versa.

The point is, you don’t drink Coke in a Pepsi plant, and you don’t use the biggest rival of the company you want to work for to advertise your desires.

A friend recently asked someone to help him get a job by carrying his resume directly to the head of pilot recruiting. The “someone” didn’t think it was his responsibility to proofread the resume, and just handed it in. Under the heading of Career Objective, the pilot had put that he wanted to work for another carrier. The “someone,” whom I also know, got a phone call from the recruiters explaining what happened, and felt extremely embarrassed. The applicant had burned a bridge that he couldn’t afford to lose. He too felt ashamed.

In this age of point-and-click, it’s ever more important to proofread everything you send, because once it’s on the internet, the damage is done. A number of regionals use as their portal. For the most part, it’s an easy website to use, but as you start targeting airlines and soliciting references, you need to be extremely careful that you don’t target Airline B by telling them you want to work for Airline A. When you ask people for references, make sure you request both a generic letter of reference as well as one that is specific to a given company.

Application websites can be long and tedious. But you have to jump through the hoops, and it is critical that you follow your old math teachers’ advice and check your work. Print out the application before you send it. Have someone else proofread it for you. Once you are finished, set it aside for a day or so, and then read it with fresh eyes. Make sure that all of your flight times are accurate, dates are correct, and anything with an expiration date is up to snuff.

You need to do the same thing with your resumes. If you go to a job fair and you are targeting a specific airline, make sure you hand them the correct resume! If you need to use a generic one, that’s fine. Better safe than sorry!

In fact, you should keep a generic resume handy that you continuously update, and use that as a basis for printing copies for specific airlines. In fact, it’s not a bad idea to use an accordion file to store all of your information for each airline—printed applications, resumes, contacts, information from their websites, et cetera.

As you work your way up the chain of companies, recognize that people know each other, and they talk to each other. If you are sloppy at one company, don’t be surprised if the HR person has discussed you with a cohort elsewhere. Also, pilots who work in recruiting at a regional will often move into similar work when they go to a major. You want to leave the most positive impression that you can.

And the opposite is true, as the story above proves. Eventually, someone is going to ask you for a hand in finding work. Make sure that anything that passes through your hands is not going to make you look bad—whether it’s as simple as putting down the wrong company or something more complex, like an obvious lie. Use your discretion, and remember, just because someone asks for your help doesn’t mean you have to say yes. If you don’t want the confrontation of saying, “No,” you can be vague and say something like, “I don’t have a lot of sway around here,” or “If you’re competitive, you’ll get the call.”

Think of each interaction, whether in person or via the ‘net, as a one-shot opportunity to make the impression you want to make. You may not get a second chance.—Chip Wright

Filling the gap

Monday, May 12th, 2014

Check Out ChecklistMuch has been made of the new federal aviation regulations that require new airline pilots to have at least 1,500 hours. This is really no different than the way the old supply-and-demand system used to work. By that I mean that fewer than 20 years ago, a budding airline pilot wasn’t getting hired unless his or her logbook showed this kind of time or close to it. It’s only been in the last 10 to 12 years that we saw the serious decline in total hours among new-hire pilots—to the point that they were getting hired at 250 hours of total time.

If you are looking to get hired at the regionals, the best route to the 1,500 hours is flight instructing (this assumes you don’t qualify for one of the total time reductions). As a busy CFI, you can rack up 700 to 800 hours a year, and you can do it without paying for it. That alone will give you an idea of how much you can expect to fly as a professional pilot. Regional pilots can expect to average 800 hours a year once they are no longer on reserve.

At the risk of sounding old-fashioned, back in the day, teaching is what we did to earn our time.

What’s more important is that you find a way to take advantage of that gap in hours. If you have students who can afford it or are adventurous, try to arrange for some fairly long cross-country trips. Mind you, I’m not suggesting that you try to rip someone off or take advantage of them, but if you can meet a legitimate teaching need while fulfilling other obligations, you might be able to reach a mutually beneficial end point.

For example, I had a student who wanted to go to EAA AirVenture in Oshkosh one year, and he wanted to take his girlfriend and a buddy. They were retired, and affording it was not a concern. The only airplane that would work was a twin-engine Piper Aztec. As a result, my boss and I went along, and so did my girlfriend. The airplane was loaded up, and off we went. I flew the entire trip and picked up a dozen or so hours of much-needed multiengine time, along with great cross-country and real IFR experience, and it didn’t cost me a dime except for my food. My student even covered my housing.

The following year, I had another student who had bought a warbird Cessna 172 and wanted to fly to Oshkosh. Once again, I was intimately involved in the planning and logistics. She flew under Foggles for most of the round trip, and this time I also got paid for the time I was there (I was busy enough at the school that I couldn’t afford to leave and not get paid for missed work).

Advertise your services to local newspapers that need aerial photos, and look for opportunities to fly actual IFR as much as possible. Go into complex airspace, and get some night experience. If you have a client who is buying an airplane (or delivering one), try to get a ride.

The gap between getting your commercial and CFI is your chance to shine. Do what you can to make your experience stand out. This will not only help you get a job, but it will also help prevent burnout and boredom from doing the same thing every day. Polish your customer service skills and expand your knowledge. Be ready and able to answer any questions any client or student might have, especially if they are in the market to buy an airplane.

It sounds daunting to get the 1,500 hours to get hired, and if you need to pay-as-you-go, it is. But if you can get paid and get great experience, then it’s not only doable, it’s fun, exciting, and a grand opportunity. Take advantage of it!—By Chip Wright

Lifestyles: The regionals

Monday, March 3rd, 2014

Regional jetYou spend every free moment thinking about flying, or actually flying, or studying flying, or actually thinking about studying flying—maybe even while flying. Your hours slowly build, your certificates and ratings begin to pile up. First is the private, then the instrument, then your commercial, and your CFI. You live sparsely and spend the same, minimizing your expenditures while trying to maximize your income. You provide the best service and instruction you can, being fair to your customers and yourself, and in time collect your multiengine credentials. You make mistakes, scare yourself (and others), and learn more about flying while working as a CFI than you will for the rest of your career. Always focused, you can sense that your opportunity as an airline pilot or a charter pilot is within reach.

What will it be like?

The routine at the regionals is, in many ways, different than it is at the majors. Because the regionals feed to the hubs of their partners, they often provide a frequency of service to the smaller cities that the majors cannot match. Towns like Des Moines, Iowa; Richmond, Virginia; Albany, New York; and Tulsa, Oklahoma, are the bread and butter of the regionals. The majors may bring in the occasional 737 or MD-80, but the RJ (in some variant) is king here, sometimes for as few as two flights a day, and often for as many as seven.

As a regional pilot, you will spend your days bouncing in and out of one or more hubs, connecting people to larger aircraft bound elsewhere or bringing them to a meeting or home. There are some point-to-point city pairs, but not as many as there used to be. Some cities, like Raleigh, are mini-focus cities for multiple carriers. You will typically fly trips that range from one to four days (usually three days or four), though a few are five days. You may start early in the morning or sometime after lunch. Frequently you will stick with an “AM” or a “PM” schedule, but not always. On reserve, the one day, two-leg out-and-back may turn into a six-day trip. As a line holder, you will generally fly for three to four days and be off for three to four days. Usually there is a long block of seven or as many as 10 days off somewhere in the month.

On the same day you may fly from the warm beaches of Miami to the frigid winters of Green Bay, stopping to deice, or even being forced to re-deice somewhere along the way. You will learn to deal with broken airplanes, rushed passengers and gate agents, and tired flight attendants. You will learn to eat faster than a Marine in battle, and to time your walk-around so you don’t have to stand on a ramp in the rain. You will average at least four flights a day, and  at times you will do as many as eight, and you will feel exhausted when you do.

You will learn that the names of the days no longer matter. You are on Day 1, Day 2, Day 3.

You will sleep in a different hotel each night, and you will learn to pack your bags efficiently and only unpack what you must. You will need a few months to figure out how to pack for yourself: winter clothes versus summer, workout attire, your iPod, and whatever personal items you deem to be critical to making life on the road just a bit easier. You will learn to pack your suitcase so that you can fit it into an overhead compartment on any airplane.

Some nights you will go to bed late and wake up all too early. On others, you will be done flying by noon and start again the next evening. You will learn by necessity how to constantly juggle your sleep patterns. There will be some nights when you sleep like a newborn baby and others where, for no explainable reason, you will not be able to sleep a wink no matter how exhausted you are. Soon, you will know where the best hidden jewels for restaurants are, and you will try to bid your schedule accordingly. At times you will forget where you are.

You will learn to maximize your time off to get as much done as possible. Laundry, dry cleaning, and errands all need to be completed ASAP on your return home. You will pay the bills, get used to your own bed again, get used to sleeping with your spouse or partner again, and finally get the lawn mowed just as your neighbors are organizing a homeowner’s intervention. Soon, you realize you are wise to have a set of clothes ready to go at home so you can swap clean and dirty in a pinch if you don’t have the time or energy to do laundry. If you commute—and odds are good that at some point you will have to—you will check the flights to get you back to work. You may need to book your hotel room for the night before or after your trip.

It is a rhythm. It isn’t for everyone, and it isn’t always fun. But most of the time, it is. When you are home, you are home. There is no work, and your time is your own. And soon, you are watching your logbook fill up, and you are anticipating two more milestones: captain, and an offer from a major.—Chip Wright

Record foul-ups

Tuesday, January 7th, 2014

A friend of mine was recently terminated while in training with a regional airline. In the regional sector, it’s not unusual for an airline to terminate a new-hire without giving a specific reason. That was the case here, and the only explanation he received was that “there was something in [your] application.”

That’s vague, and he was convinced that it was bogus. One of the reasons he was so sure is that he had been employed by another airline for over a decade with no problems. He had disclosed his lone Part 121 checkride failure. But, just to be sure, he began a dialogue with the FAA. He was shocked at what he found.

To make a long story short, he had started an oral exam for a checkride, but he had been sick. The event was going well, but he had to bail out because of his illness. The next day, he finished the oral (and passed), and took the checkride (and not only passed, but got high praise from the examiner). However, that event was almost 20 years ago, and he had forgotten that he had signed a second 8710 for the oral. The first one was recorded as a failed event. Right or wrong, agree or disagree—that’s what went into his file.

Fast forward to now. The records that he had in his possession prior to starting this job did not include the 8710s and did not indicate that he had a failure of a checkride (remember, it was the oral, not the ride), and it cost him.

The lesson from this for any pilot is two-fold: Never lie on an application, because it will be found. He didn’t lie; he simply didn’t realize the full ramification of what was going on when it happened. But, the point is the same. If you try to hide something, it’s going to get uncovered. Second, when you start the process of applying to airlines, whether it’s a regional, a major, a foreign carrier, or anything in between, get in touch with the FAA in Oklahoma City, and get copies of everything that might be in your file. Ask questions.

You should keep your own detailed records with regard to ratings, certificates, et cetera. Whenever you take a checkride, make a note of the date, time, place, and examiner. If there is a mistake found later, you will know where to start. In this case, the school was long gone, and the examiner had passed away.

Contrary to popular opinion, it is not impossible to get a job with checkride failures, even after the Colgan accident. The thing to remember is that you need to fully disclose your past, and you need to own up to your mistakes. If you aren’t sure of something, get it taken care of.

In a case like this, if it happens to you, your best recourse is to write a detailed description of everything that happened. As you apply to airlines, you can attach this to your application or take a copy to the interview.—Chip Wright