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wbrady755 last won the day on September 10 2016

wbrady755 had the most liked content!

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About wbrady755

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  1. AVBUG, I don't disagree with you. I tried my best to be a good "new hire". But here is exactly what happened. The chains of events were purely a product of circumstance, and I promise you that I didn't try to leverage anything. I had to look out for my best interests while also maintaining professionalism. Here is what happened: I applied for both jobs about the same time. Job TWO took my information, and I heard nothing back. Job ONE asked me to fly in for an interview. The interview went well, and they offered me a job. I hadn't heard anything back from job TWO in three weeks, so I told job ONE that "I really like your company, I am 90% in for your company, just let me go home and talk to my girlfriend, family, etc." On the way back home (literally 3 hours after the first offer), job TWO called me out of the blue and asked if I could come down for an interview. I debated telling job ONE about it at all, but after about 36 hours I called them and asked politely for 72 more hours to decide, and informed them that I had another interview to go to. He told me that he didnt have that much time to wait around, so I said "screw it bird in hand>two in the bush." I started my moving plans for job ONE, told everyone I knew that I had a job, etc. at company ONE. Three days later he put me on a conference call and laid on the bad news. My only real complaint was that he let me make travel arrangements (flight, u-haul, etc) for a job I didnt have. Such is life. I tried to do my best to be forthcoming, but the timeline of events wasn't in my favor. Luckily, job TWO did in fact save my bacon. Lesson learned: I took advice from a lot of non-pilots who work in less competitive industries where it is expected that you may have a great deal of opportunities. Aviation is different, and they always operate with the idea that you may jump ship for something better. As AVBUG said "Be courteous, but play your cards close to your vest". There is a VERY fine line between the two. Whether or not honesty is the best policy is up to you based on the situation at hand. I dont hold anything against either party, I just want to share my experience with everyone else so that they can be well-informed.
  2. So I was VERY active on these forums when I was looking for a job. Thank you to EVERYONE who had little nuggets of wisdom for me in the job hunt. I got a job a few months back, and I wanted to pay it forward. So here is what I learned. 1) Follow-ups: If you know ANYONE at a school, try to get a contact name, or just tell your friend that you submitted your resume. It will at the very least get your resume an extra 7.5 seconds with the boss man. 2) "Be a Bro": Companies need your resume to meet certain thresholds, but being able to mesh with the other employees is important. Don't be a dick, and make it a focus to get along with the other pilots, the mechanics, the secretaries, everyone. 3) Be courteous: I had 1 job offer, and a second company wanted me to come interview with them. I didn't the freedom time to interview with the second company, so I called the owner (of second company) and politely told him that I couldn't risk my FIRST job offer for a job interview at a SECOND company, even though it was a great opportunity. -Long story short- The FIRST company heard about this SECOND company offer, and they were worried about me jumping ship to the SECOND (read- better paying, more respectable) company). The FIRST company rescinded my job offer, and I was effectively out of a job. I called up the SECOND company immediately, and he told me that I stood out with my professionalism in turning him down. Three days later, I had a job. Don't burn your bridges. 4) STUDY! Any CFI job, etc. is going to quiz you on any oral knowledge (to include POH, RFM, FARs, etc). You should prepare for an interview 2x more than you prepared for your CFII checkride. Anyone who can hold the controls can pass a CFI ride, but only a small portion of pilots can articulate aerodynamics in a way that students can understand. (I can give examples if you need them). 5) #4 being said... I didn't have ALL the answers... And I told him that. But what I did do was research what I didn't know, and give him the lesson to the standard that was expected. I said something to the effect of: "I'm not Chuck Yeager or Igor Sikorsky, but I have gotten to where I am by busting my ass. Here is the research I did to prove it..." 6) Flight weight- You probably already know this, but in an R22/R44 school, you really need to be under 200 LBS to be considered. Under 180 is optimal. Skip the fries, buddy. 7) Be honest- Any reputable company is going to look into your logbook, military records, facebook, etc. Don't lie on your resume: It will come out later if you're being a POS. I'm sure there are plenty of other things I learned. Please feel free to add a comment or send me a message. Some people helped me get a job, not its my turn to do the same.
  3. Thanks iChris! This is exactly what I needed to find out. Too bad I forgot to check my post before I went in my job interview... womp womp.
  4. I just want to double-tap what butters said for emphasis... 25 hours can be taken from R22 time to obtain your 50 hours PIC requirement for the R44. BUT!! You need 50 Hours in the R22 to get the R22 endorsement itself. No R44 time can count. It might be a significant cost difference while taking this into consideration. All performance debates aside, the cost alone might prohibit you. --I dont have my FAR right in front of me, feel free to correct--
  5. Hey guys. Can anyone point me in the right direction "for a friend of mine" who is transferring from the UK to the US and wants to convert his certificate? I am in charge of finding a good training plan for him. I've never done anything like this, so any references, websites, etc would be great. I don't mind doing the work myself, but I get stuck on where to look. -Current PPL rotorcraft from UK CAA. -US Citizen -112 hours in R44, but only 47 hrs PIC (weird...) -24 hrs XC, 22 hrs Hood. -Wants to pursue instrument rating Heres what I am thinking he needs to do: 1) CAA to FAA PPL conversion, mostly paperwork. 3) Flight review from CFI 4) SFAR awareness training **5) Does any of his time acquired in the UK count towards his US tickets??**
  6. Spike- Can you shoot me a link to the rotor annual? I cant seem to find it.
  7. Just a quick update- I took a little vacation with my girlfriend to Portland. I emailed/called 6 operators in the area. 3 got back to me- 1 great phone call, 2 great meetings. No one offered me a job (they werent hiring, and they have a good pool to hire from right now... all reasonable answers), but I got a lot of great insight. Second thing- One of the Chief Pilots I spoke to made a specific point that they do a little social media research on their candidates (to include Facebook and FORUMS). They dont want a guy spouting off negativity/violation stories/badmouthing companies. So new guys- be careful of how you conduct yourself in the small world of aviation. Hopefully that guy reads this some day and notices what a positive, non-trash-talking guy I am... So nothing yet, but I'm just getting started.
  8. Well first off, I feel your pain. Just got my CFII and facing the reality of few job openings. That being said... 1) If its your passion, it will always be your passion. I would start looking/networking now, and dont give it up. From the Harvard Business Reviews Top 10 "must-reads" (that I just read a half hour ago): "Many leaders are trying so hard to establish themselves in the world that they leave little time for self-exploration. They strive to achieve sucess in tangible ways that are recognized in the external world- money, power, status. Often their drive enables them to be professionally successful for a while, but they are unable to sustain that success. As they age, they may find that something is missing in their lives and realize they are holding back from the person they want to be." ...When you look back on this point in 40 years, are you going to regret not taking the plunge? 2) A more practical answer- Drive to any flight schools in your area once a month, hand them your resume, and offer to work part-time. You may work long days with two jobs, but at least you're flying. But I'm looking for a job too. If you take the plunge, and take my job, I will never forgive you. So maybe you should give up and help my chances...
  9. Fred. What ever came of this? Im in a similar spot, and id love to hear any lessons learned.
  10. Wanted to go, but had to work... No way around it unfortunately.
  11. Welp, CFII complete over here. Now the real challenge starts: Finding a job in a place thats worth living in, where I wouldn't be stuck flying 90 hours a year. So, I've come to the conclusion that a road trip is best. Drive to every place in the region, give them a hard copy, and schmooze. But here is the problem: How do you get in contact with these people prior to visiting? Ive emailed a few ("Hello X I will be visiting your area on 12 DEC, I was looking to meet up with you and talk about the school..."), but haven't gotten any significant responses. So it comes down to networking... The "its not what you know, its who you know" conundrum. But outside of my small school, I really don't know anyone. How does a guy try to build up a network when he's at the first floor? Ive got a great network in my old job (its easy when you're working), but nothing in my new career. Any tips on the road trip? Scheduling, visits, etc? Have you seen anyone come in for an in-person resume drop off who made a serious gaffe? Thanks yall
  12. An EFC on an IFR flight plan is pretty much just a promise from ATC of when they plan to forget about you completely. "ABC center, Copter 12345 still holding over the ABC VORTAC" "Copter 12345 who handed you into my airspace?" "This is Copter 12345, we've been talking to you for 45 minutes..."
  13. Do take that military equivalency exam. If you come out of the Army after a mid-range career with 1000/1200 hours, you can go right into a tour gig or maybe get lucky doing something with a little pay. Unless you want to start from scratch and pay for it all yourself?? I dont even see a reason not to take it (even though its a little shady at the testing facility... Ok students- heres the answers! cash only! leave ASAP and dont talk to anyone about this!).
  14. Honestly though, for what you get, I think RHC is cutting you a pretty good deal. Aviation instruction from seasoned pilots, a 1.0 on the Hobbs, some real in-depth knowledge, and most importantly: Free donuts every morning...
  15. My friends and I have always been into snowboarding, and there is a great scene about Heli-Ski ops up in Canada in the Art of Flight series. Heres a chunk of it... At my flight school, they end up using this to familiarize students with icing and mountain flying, explaining how fast weather can come in. One guy said that the pilot got fired for all of the things that went wrong (and his blade-deice technique). Now, everyone carries on the story that "If you fly into bad weather, you're going to get fired". I just want to know if anyone knows for sure if the guy Ken got in any real trouble. It just bothers me that some low-time pilots can "armchair quarterback" the decisions made by a pilot in some pretty extreme conditions. Does anyone have concrete info on the fate of this guy?
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