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2 more Seahawks assistants from 2023 staff land new coaching jobs

The Eagles once again go to Seattle’s staff for a defensive assistant.

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Chicago Bears v Seattle Seahawks

It’s looking increasingly likely that Karl Scott will be the only Pete Carroll assistant retained by Mike Macdonald’s coaching staff.

A pair of Seahawks coaches from the 2023 season have not only found work on other teams, they’ve reunited with other Seahawks assistants.

Secondary coach Roy Anderson will be the Philadelphia Eagles cornerbacks coach, where he’ll be working alongside former Seahawks defensive coordinator and current Philly defensive line coach Clint Hurtt.

2024 Coaching Staff finalized ✅ pic.twitter.com/mU2i4utpqR — Philadelphia Eagles (@Eagles) February 23, 2024

Anderson spent only one year with the Seahawks, helping replace one of the roles vacated by Sean Desai when he became defensive coordinator of... the Eagles. This may seem like Philadelphia has a craving for Seahawks coaches, but this is really all about Vic Fangio. Anderson served as an assistant DBs coach under Fangio when they were with the Chicago Bears , whereas Hurtt spent a couple of seasons as the Bears’ outside linebackers coach. Desai is another Fangio disciple but obviously that didn’t work out, so Philly hired actual Fangio for the DC job.

Meanwhile, offensive assistant Robbie Picazo has been added to Bears offensive coordinator Shane Waldron’s staff.

The Chicago Bears finalized their 2024 coaching staff by making six hires official this afternoon Offensive passing game coordinator - Thomas Brown WRs - Chris Beatty RBs - Chad Morton Assistant RBs - Jennifer King Assistant OL - Jason Houghtaling Offensive assistant/QBs - Robbie… — Courtney Cronin (@CourtneyRCronin) February 21, 2024

Like Anderson, Picazo was a one-year Seahawk. He previously spent one season with the Houston Texans and several seasons at Stanford University.

At the moment, these are the only 2023 Seahawks coaches whose future either on Macdonald’s staff or another staff has yet to be confirmed.

  • Associate Head Coach: Carl Smith
  • Quarterbacks: Greg Olson
  • Offensive Assistant: Donovan Jackson
  • Assistant Defensive Line (DTs): Damione Lewis
  • Defensive Assistant: Neiko Thorpe

In This Stream

Mike macdonald hired by seahawks, replacing pete carroll as head coach.

  • More Seahawks assistants from 2023 staff find new coaching jobs
  • Mike Macdonald 2024 Seahawks coaching staff tracker

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The 3 worst things virtual assistants have to deal with and how to avoid them, according to a successful VA coach

  • Hannah Dixon, a virtual assistant coach, discusses the three worst parts of the profession.
  • She highlights issues like lowballing clients, being underestimated, and unrealistic expectations.
  • Dixon advises VAs to communicate their services, avoid low-paying platforms, and know their worth.

Insider Today

This as-told-to essay is based on a conversation with Hannah Dixon, a 36-year-old virtual assistant coach, recruiter, and founder of The Virtual Excellence Academy , living in Mexico. It's been edited for length and clarity.

After "falling" into becoming a virtual assistant 10 years ago, I did the job for years juggling admin, tech, and creative tasks for clients worldwide. Eventually, I started making six figures a year , and I now coach others on how to become successful VAs .

One thing I've seen is that many people don't understand how VAs get paid and what they can do. Here are the three worst parts of being a VA, based on the most pervasive misconceptions people have about the job.

1. Fending off lowballing clients

Some clients think VAs can be hired for cheap. This misconception about how much VAs should be paid comes from our very source of income: our clients. Fending off these skeptics is one of the many things VAs have to deal with.

When I was starting as a VA and decided to sign up for a gig site, I took on a project to write a 1,500-word article on a topic that ended up taking me days, not hours, to research. I ended up doing five days of work for $5. The platform I used had the option to tip freelancers, but the client who hired me chose not to.

I learned quickly that some people believe VAs can be hired for next to nothing. I'd argue that almost every VA has come across the lowballers who've been taught that it's acceptable to offer outrageously low pay for skilled labor. It can be very demoralizing if you come across this attitude in your early days.

Oftentimes, online gig platforms that allow rampant race-to-the-bottom pricing, and greedy agencies that love to profit from the labor of skilled overseas workers are to blame. To overcome this, VAs should avoid low-paying platforms and instead focus on intentional networking to find clients who recognize and value their services appropriately.

It boils down to self-worth and continued upskilling — believe in your ability to command higher rates.

2. Being underestimated

Many believe that VAs have a more limited scope than they really do. Some potential clients view VAs as solely capable of simple administrative tasks. While virtual administrative assistant work is a very needed service, it's just one piece of a large and ever-expanding puzzle. Overcoming this misperception involves clear communication with your clients about the full range and depth of services you offer.

For example, using specific titles like "Podcast Manager" or "Graphic Design Geek" can immediately convey your specialization beyond the basics. If your expertise lies in high-level administrative work, a title like "VA offering Bespoke Administrative and Operational Services" paints a clearer picture of your capabilities than simply labeling yourself as a VA.

Remember, a VA is simply someone who assists people and businesses virtually. You get to decide what this looks like for your business and how you describe this to others.

3. Unrealistic expectations

On the other hand, clients sometimes expect VAs to be "unicorns" capable of handling all aspects of their business.

The unicorn approach to VAs is unrealistic and overlooks the fact that VAs have specific strengths and specialties. VA service areas tend to fall within three buckets: creative, technical, and administrative, and often lean more toward one or two of these.

Expecting a VA to single-handedly transform a business isn't only unfair but also impractical. VAs should be hired to enhance and streamline business operations, not to be the sole solution for a business's success.

Addressing these three misconceptions head-on is important for VAs to be successful

Clients have asked me to take on tasks and projects that were out of my wheelhouse. With no obligation to learn things that don't interest me and to keep at what I do best, I referred them to other VAs in my network. Instead of feeling like I was letting clients down, I became a resource for them.

While dealing with these misconceptions is one of the worst parts of being a VA, I've noticed that it's improving.

As more small businesses and entrepreneurs begin to understand and value the true potential and varied skills of VAs , these outdated misconceptions are slowly dying. I've started to notice a gradual shift toward a more informed and appreciative understanding of this profession and a greater emphasis on fair and equitable business practices.

Are you a virtual assistant and would like to share your story? Email Manseen Logan at [email protected].

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Why this Ethiopian navy officer ended up as a metro driver

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'I've seen everything there is to see overground'

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Tall, smiling Worku Bedasso is a bit of a legendary figure at the Moscow Metro. When asked how he ended up working here, he says noncommittally: "It just happened!"

In Soviet times, the young lieutenant of the Ethiopian Navy came here to study on an exchange program: first in Georgia in 1985, and a couple of years later in Azerbaijan. While Worku was learning how to build socialism, a civil war broke out in his native Ethiopia, and “old-school” officers were no longer needed by the new state. His wife and children remained in Ethiopia; they did not want to go to Russia. A few weeks later, the Soviet Union collapsed and foreign students based in Baku were sent to Moscow.

In Moscow, he was granted refugee status and issued with a work permit; however, during the 1998 economic crisis it was hard to find work. Then, his new Russian girlfriend, Olga, suggested he try working at a metro depot, since he was good with machinery. After six months of training, the former officer became a metro driver assistant.

“The first time felt strange and even scary,” Worku recalls. “But a military background helps. A metro driver needs to have stress tolerance, army discipline and a desire to work hard.”

While on the job, Worku enrolled at the Railways Institute (MIIT) to get a degree in engineering. However, it turned out that combining work and studies was too difficult and in 1999, he decided to quit the job...

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By 2010, when he had decided to return to the Moscow Metro, Worku had been working for a logistics company in Moscow and Sochi, had married Olga and received a Russian passport. He once again had to make the journey from a driver assistant to a Category 1 driver, and looking back on it today, he is quite happy with his life: “It's fun to drive a train and get good money for it.” Furthermore, in all his years of working, he has never had any accidents: he attributes it to good luck.

That said, at the age of 62, he has started to think of ending his career as a driver and move to a job at a metro depot. “When you are young, you don’t feel the workload, but at my age it’s getting a bit hard! I don’t want to part with the metro. I have seen everything there is to see overground.”

'I’ve said everything about Dostoyevsky. But I’ve loved trains since I was a kid!'

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Anton Khlynin studied Russian language and literature at Moscow State University and even spent a year and a half as a PhD student. But at some point, he realized it was time to stop. Anton seems a very serious man until he turns with his back to you and you see a biker's braid popping out from under the collar of his uniform.

“At university, I had a research topic that I thought was very interesting - the perception of Dostoevsky’s works in Scandinavian countries,” - says Anton. “He is the main writer there. I took it up with great fervor, but as I was writing my thesis, I found out that this subject had already been thoroughly researched by another academic. I was extremely disappointed.”

Academia no longer appeals to Anton, although he is still interested in literature: he even writes himself, albeit articles about railways. In 2007, he decided to fulfill his childhood dream and go work as an engine driver.

“I have been a fan of railways since the age of five. My first memory is seeing a locomotive on the tracks.”

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Anton is now 40 and he recently qualified as a 2nd grade driver, by coming in the top three places in a professional competition. Unlike his colleague, Worku, Anton has seen many emergency situations in his career.

“Once, a passenger fell on the tracks at Park Pobedy [station] (dark blue line), but I managed to hit the breaks in time. Also, there are diggers who are just looking for adventure,” says Anton.  “When I was a kid, I was a member of a railway modeling club, and then of a literary society. I had things to do. Whereas they, it seems, have nothing to do!"

Yet, despite everything, Anton insists he does not regret having changed his career so drastically, even though he admits seeing trains in his dreams, too. “I used to occasionally dream I was running a red light, or that my train was derailing. But now all that is gone and I sleep normally!”

When asked whether knowledge of literature helps him in his work, Anton replies philosophically: “My general level of education helps me in my life. And work is part of life.”

'I drive 2,000 people during rush hour!'

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When you look at tall, youthful Vadim Kalugin, it is hard to believe that he is one of the oldest drivers on the Moscow Metro, a veteran of labor. Vadim is 55 years old, and he has spent most of his life underground. Now he is a 1st grade driver. He joined the Moscow Metro straight after returning from military service, on advice from his mother-in-law.

“She herself worked in the aircraft industry and knew what responsible work meant. And she liked the uniform that metro drivers had,” Vadim recalls. “By the way, we are sometimes called ‘underground pilots’. But a pilot carries 300 people on a plane, while I drive more than 2,000 people during rush hour! I think our job involves even more responsibility.”

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According to Vadim, the Moscow Metro is not only the most beautiful, but also the most reliable. “Even in the 1990s, during the economic crisis, when many people did not receive their wages, metro drivers were always paid on time and metro trains were on schedule. After all, if the metro stops, the whole of Moscow will stop.”

Vadim says that the main thing in his work is to strictly follow the instructions. “In the metro, everything happens at lightning speed! The driver has no right to make a mistake. In my 34 years of work, I have never had a single reprimand,” he says, adding that, sadly, he is still going to retire next year.

If using any of Russia Beyond's content, partly or in full, always provide an active hyperlink to the original material.

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