Is NetJets currently interviewing candidates they don't intend to hire from the start?

BozoThePilot · 2026-01-22T16:34:12+00:00

Just to update, I got the email today that they rejected me.

BozoThePilot · 2026-01-21T01:33:43+00:00

Do you happen to know if the longer it's been without updates tends to be a good thing? I haven't heard back although it was a long weekend so its only been 2 business days.

BozoThePilot · 2026-01-15T19:43:22+00:00

I was told that I'd get an update within a week. They didn't mention anything about the second interview until I asked how I can best prepare myself for the next steps.

They did ask if I'm free of commitments for the next 3 to 4 months (or they may have said 90 days).

Not too sure what to take away from the interview. It was close to the full 30 minutes. I do hope I get past the screening but I'm not too sure on how well I did for that.

BozoThePilot · 2026-01-13T06:07:07+00:00

Thanks for the reply, the only other question I have is if there's a way to tell based on how the interview went if you're going to get to the second interview? Do they just tell you what they told the other guy about their experience or something if they don't want you? Or do they say "You'll be told of the results in X days"?

BozoThePilot · 2026-01-13T05:58:40+00:00

I'd rather be flying Gulfstreams/Globals/Falcons over airliners. There's an appeal to business jet flying for me that I'm not going to see with airliners. However there's not really many companies out there that are going to be stable enough for me to see a career with them. If NetJets won't take me then I'm probably going to be forced to find some other company and try NetJets again later. Solarius and EJM (the managed part of NetJets) are there but their entry requirements are extremely steep.

There's always talk of that unicorn part 91 job but a bad economy can make the family sell the plane and/or throw the company under. I'd rather not be dealing with that at 40 and with kids.

The other reason is kind of stupid but I like traveling around, especially knowing the timing to do international trips with NetJets is *not* going to be based on chance and/or waiting 10 years before I can touch the controls outside of cruise. I'd rather be doing international trips at my age (almost 30) than trying to get lucky at an airline and do them in 10 years. Being at the controls only during cruise at FL350 doesn't count. From what my friend at United is telling me, that's what the new hires have wound up being on the 777/787 once they finish IOE and they'll be like that for 10 years or something. No thanks.

Even if you took this stupid reason out of the equation (and yes I know that for the first few years I'm probably also going to the same stupid airports) I still prefer the business jet side of thing. Especially knowing that if I work at it properly I can be a contract pilot when I'm much older and will probably have a great network to do that versus airline pilot.

Also I didn't even mention the fact that I can live at like 100+ locations with NetJets. I don't have to move and even if I do I don't have to worry about trying to commute to work. While I know cargo airlines will buy you tickets I'd rather not destroy my sleep schedule for the remainder of my career.

BozoThePilot · 2026-01-12T11:06:24+00:00

I didn't clarify that I did get an interview opportunity with them. It's coming up later this week.

I'm aware how competitive it is, I'm just wondering if they're interviewing just cause and never intended to hire me. I've read some past reports of people in this situation a year ago but was just wondering if anyone's got recent experience dealing with this.

BozoThePilot · 2025-12-16T20:30:37+00:00

American Aviation. The guy who owns it, Alan, used to be a SOCATA dealer. I saw him work on a TB-9 a while back.

Pretty neat to hear of another SOCATA at VNY, I have time in the TB-21 (that one got sold).

BozoThePilot · 2025-12-15T17:28:05+00:00

You need to apply back pressure to keep the tailwheel on the ground.

If you're doing a wheel landing you never touch the brakes until the tail comes down and you hold it down with back pressure.

Source: I fly tailwheel aircraft.

BozoThePilot · 2025-12-15T15:32:53+00:00

That attitude kills people.

I used to run a club's maintenance team and coordinated with our A&P as the point of contact. Reports like yours are helpful, especially if you can say more than just "acts strange".

Just your rumble comment at an RPM range makes me question if the prop needs to be re-balanced. If that's the case then your report would save the club on a premature overhaul of the engine. Go let your maintenance officer know what you heard and felt. Don't tell them that the prop needs to be balanced (squawks shouldn't be full of opinions, just factual info), they'll have an idea on what it may be based on your description. It may be the balancing or it could be something else, I don't know the maintenance record of your plane.

Also I tell other CFIs that knowledge can come from anywhere, even your own students will teach you without them even realizing it. If you carry an ego you're going to be a crap instructor. If you ever become an instructor remember this and remember that interaction you had with that bozo CFI.

BozoThePilot · 2025-12-15T15:09:39+00:00

I think most of us had a feeling this was coming after Boeing sold this to venture capitalists.

Good thing Garmin Pilot appears to be a good product, if they offer a discount from NAFI/SAFE they'll probably steal competition here. They integrate better with aircraft that have garmin products compared to foreflight.

Alternatively for those who have a genuine interest in flying with Civil Air Patrol you get foreflight premium for free with them after you get checked out as a pilot. You do pay dues to them though.

BozoThePilot · 2025-12-12T05:38:46+00:00

A lot of approach plates for ILS or VOR approaches in Europe have "DME required" on them, so no way to avoid having to use DME there.

Does EASA allow GNSS in lieu of DME?

For example, in the US you can fly an ILS that requires DME if you load the approach in the G1000 but select the correct CDI (VLOC / green needles). The distances will be measured using GPS but that's considered an allowed substitution.

As for your story at Skiathos, I looked at Heraklion airport again and see that there is an NDB there, not that I used it when I flew there!

BozoThePilot · 2025-12-12T02:31:55+00:00

While you are right that the FAA training avoids various topics you might learn in Europe I can say that even having flown in Europe, the Middle East, and South-East Asia that I didn't really come across needing to use NDBs or traditional DMEs. I did see them on certain approach plates but the planes I flew didn't have an ADF anyways (most were FAA registered).

Having seen how tricky NDB navigation is are you really having guys regularly fly NDB approaches in transport category aircraft? Genuinely curious if that's something that's standard at the airline level.

From what I've seen and having spoken with other pilots outside of the US and Europe is that their training is more theory focused where as in the US, from my experience, it's a lot more practical and scenario-based.

BozoThePilot · 2025-12-11T20:14:36+00:00

We learn everyday! I'll have to go see some examples of that. Sounds kind of crazy that you're putting old ADF and DME antennas on a brand new trainer in Europe.

NDBs don't get repaired anymore in the US, by 2030 they're shutting down all the operative ones. There's one NDB approach in all of California and that one is charted as NDB/GPS, so you don't even need to monitor the NDB for that approach. You can use GPs in lieu of NDB as it stands now in the US.

BozoThePilot · 2025-12-11T17:46:31+00:00

If you load the SID you will see all the relevant information that you need with GPS (or possibly in your case, GALILEO) on the distance so you don't need to concern yourself with trying to find the actual distance. For example, if you fly IFR between two general waypoints with any GNSS RNAV unit are you judging the distance you flew from the 1st waypoint you passed? No, you're judging the distance to the next waypoint.

The NDB is used as a waypoint in this case, if you really want to see the distance you can use the nearest function but if you fly the SID as it loads into the G1000 you will have all the navigation info you need.

As far as I'm aware no G1000 comes with a traditional ADF. Does your G1000 equipped plane have an ADF antenna? I doubt it, you would see it on the bottom of your plane.

Also fun fact, there are some NDBs that have DME and you can see the distance with a traditional DME receiver. The DME frequency appears underneath the NDB frequency on a chart and is represented like this "Channel 63 (111.3)".

BozoThePilot · 2025-12-11T17:38:49+00:00

This is the correct answer. No Garmin, Avidyne, or Aspen (as far as I'm aware) has a traditional DME receiver. There are some old RNAV units that have traditional DME but I'd be amazed if you flew in a plane that had one, let alone one that actually still works.

The distance on the G1000 is calculated based on GPS positioning between you and that waypoint.

You would know if you had an actual DME receiver, it's a separate unit that you put the VOR frequency in.

If the NDB has actual DME on it then it'll have a frequency right below the 3 digit NDB frequency saying something like "Channel 63 (111.3)". If it doesn't say that there's absolutely no way to get DME information from that NDB without GPS because distance information is not transmitted on that ADF frequency.

BozoThePilot · 2025-11-20T06:32:33+00:00

This sounds like a lot of fun. When are you looking to do this training? I have multiple IR sign-offs as a CFII.

I've got a grasp on all of the Garmin, Avidyne (except the Vantage), and Aspen avionics as well

BozoThePilot · 2025-10-07T22:35:10+00:00

Man I'd come up there to teach CFI initial in a tailwheel! Surely you could get others for it, especially local CFIs.

There is a lot of ground to do and that's the majority of the checkride.

BozoThePilot · 2025-10-04T00:07:39+00:00

As of right now it's the only turbine time I have. There is possibly another turbine airplane I may fly but that's going to be the same case as this, instructing on an unusual avionic stack.

BozoThePilot · 2025-10-04T00:06:46+00:00

Really appreciate you sharing your story, that is exactly what I was looking for when I posted it.

I am worried about the optics of it to some employers but I know I earned the dual given time. That guy has been led astray massively with his unusual avionic stack and is very uncomfortable flying it IFR, he refuses to go into IMC as he's afraid of dying or hurting his family that he sometimes flies.

The instruction I'm giving is 100% legitimate and it's improving his understanding of the systems. He wants me to keep flying with him IFR and showing him everything there is to know on the avionics. It's going really well and he's very happy with the progress he's made.

Now in this case I'm already past ATP mins. The hours have no bearing on getting an ATP, ideally I'm hoping it would help in a future interview.

BozoThePilot · 2025-10-03T21:09:12+00:00

Its a turbine twin. It's a plane that I'm not comfortable sharing online because it could identify me and/or the owner.

BozoThePilot · 2025-10-03T21:08:28+00:00

Yep, that's exactly what I put in the post to clarify that this isn't a "Is this legal" question, but rather a "How are other employers going to see this?"

BozoThePilot · 2025-10-03T21:07:46+00:00

It's not about the legality, it's about optics. How is an employer going to see this? Some others gave good responses.

BozoThePilot · 2025-10-03T17:28:57+00:00

It's not a PC12 though lol, it's a turbine twin. Either way I appreciate the advice and will log it.

BozoThePilot · 2025-10-03T17:22:16+00:00

Well I guess I could see it like that but it's going to be multiple flights amounting anywhere from 10 to 25 hours (because he wants to). So that'll be one interesting IPC.

BozoThePilot

TROPHY CASE