Skywest Questions

Clint H said:
I just wish there was some recourse that could be taken or a way to voice how irritating it is to get half your short-call award turned into 8hr ready assignments. However, the company can do anything it wants as it stands right now.

For new hires, I would advise staying away from Denver at the moment. You'll get burned out and jaded in a hurry.
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Shockingly different from MSP where there are loads of reserves. As much as hearing this bums me out.. Atleast it signals the end of commuting to reserve. I also wish we could do something about the ready reserve, it's not like the airport is close to the actual city. Just wrong as well to not use us if we make the trek out.
 
Clint H said:
I just wish there was some recourse that could be taken or a way to voice how irritating it is to get half your short-call award turned into 8hr ready assignments. However, the company can do anything it wants as it stands right now.

For new hires, I would advise staying away from Denver at the moment. You'll get burned out and jaded in a hurry.
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You mean you don't like wandering DEN for 8 hours?! I always tried to count all the birds inside......
 
seanthornton said:
Cool. How's the breakdown of staff in Chicago on the crj side as far as number of pilots in base and on reserve on the FO side? Saw on the other forum someone said reserve in ORD for crj now is getting really long, like 9 months. Me no likey long reserve.
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The Chicago breakdown is complex. The lowest seniority line holder was hired 9 months ago. I'm on month 2 of reserve and looking at the amount of ORD CRJ FO's who are getting awarded upgrade or are transferring out puts me with a line next month. Maybe someone with more experience can shed light on why this is.

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What does the minimum daily pay of '4:12' actually mean?, 4 hours pay per day (whats with the colon :12)? I understand the duty rig 2:1, but don't see how this translates in this instance.
 
CatchyScreenName said:
it means if you "work" 12 hours you get 4 hours pay.
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That's not precisely accurate, as up to a 12 hour duty day (as originally constructed within the bid package) is 1 minute of pay for every 2 minutes of duty, and then premium pay at 1 minute of pay for every 1 minute of duty for each minute after the 12th hour. The pay for a duty period is the greater of what you actually do, minimum daily guarantee (4 hours, 12 min, abbreviated MDG) or the duty or premium rig. See Standard Practice 3005 Definitions. Pairings are paid as the sum of the duty periods (including 4:12 for a lost weekend...like this one in International Falls) or the TAFB guarantee (1 minute of pay for every 4 minutes of TAFB), whichever is greater.

(Note that this is scheduled not actual, sadly, but it's the system we've got.)
 
Autothrust Blue said:
That's not precisely accurate, as up to a 12 hour duty day (as originally constructed within the bid package) is 1 minute of pay for every 2 minutes of duty, and then premium pay at 1 minute of pay for every 1 minute of duty for each minute after the 12th hour. The pay for a duty period is the greater of what you actually do, minimum daily guarantee (4 hours, 12 min, abbreviated MDG) or the duty or premium rig. See Standard Practice 3005 Definitions. Pairings are paid as the sum of the duty periods (including 4:12 for a lost weekend...like this one in International Falls) or the TAFB guarantee (1 minute of pay for every 4 minutes of TAFB), whichever is greater.

(Note that this is scheduled not actual, sadly, but it's the system we've got.)
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Kinda strange how a duty rig and TAFB rig use ratios as is 2:1, 4:1 as you've said above, and yet the minimum daily guarantee is literally 4 hours 12 minutes , not 4:12 as a ratio. weird. maybe it's just when looking at them side by side in the aerocrewnews work rules grid that makes it seem odd. 12 minutes seems like a random number.

Anyway, you wouldn't happen to know sorts of materials do new hires recieve prior to class ? I got the nod recently:cool:
 
RamRise said:
Kinda strange how a duty rig and TAFB rig use ratios as is 2:1, 4:1 as you've said above, and yet the minimum daily guarantee is literally 4 hours 12 minutes , not 4:12 as a ratio. weird. maybe it's just when looking at them side by side in the aerocrewnews work rules grid that makes it seem odd. 12 minutes seems like a random number.
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Well, it was 3:45, then 3:57, then 4:00, then 4:12 at various times in my career; so in a way, it is somewhat random, but it is an economic lever that is used to ensure that a duty day is used at least somewhat efficiently. Reserve monthly guarantee happens to be 75.6, which happens to be 18 times 4.2 hours (4 hours, 12 min or 4:12 if you prefer); this is not an accident.

Anyway, you wouldn't happen to know sorts of materials do new hires recieve prior to class ? I got the nod recently:cool:
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I don't off the top of my head. I'm actually asking one of our FTD people to tell me more about CTP, as that's a new innovation since I got on the property.

I can tell you that, at some point for the CRJ, you will receive a Emergency Procedures and Limitations (colloquially, EP&L) packet that is a "100% knowledge" type of thing for your first day of aircraft ground school. I don't think the E-jet does the EP&L that way although I committed the limitations to memory on that aircraft out of old habits.
 
Autothrust Blue said:
I don't off the top of my head. I'm actually asking one of our FTD people to tell me more about CTP, as that's a new innovation since I got on the property.
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Nothing given preparatory for CTP. Class is daily power points interspersed with questions. Test at end of day 4 is pretty much taken from questions asked during the previous days presentations. Beyond self study for the ATP written, no homework is assigned or expected and if you are already well studied for the ATP written you will have no problem with the questions/test as most of them are, unsurprisingly, ATP written questions and concepts. SIM sessions require only minimal preparation from materials handed out during the classroom sessions. It is mostly a series of guided maneuvers (the instructor basically walks the students through them) with no real systems or aircraft specific knowledge required.

I can tell you that, at some point for the CRJ, you will receive a Emergency Procedures and Limitations (colloquially, EP&L) packet that is a "100% knowledge" type of thing for your first day of aircraft ground school. I don't think the E-jet does the EP&L that way although I committed the limitations to memory on that aircraft out of old habits.
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For CRJ at least the test is given on day 1 of systems, which is the second week of ground school. However, knowing the entire contents prior to ground school will make things easier as there really isn't much time during the first week to commit to studying for the EP&L test as you will be bombarded with other information for which you will have to take a test the day prior to the EP&L test.
 
n156499000 said:
For CRJ at least the test is given on day 1 of systems, which is the second week of ground school. However, knowing the entire contents prior to ground school will make things easier as there really isn't much time during the first week to commit to studying for the EP&L test as you will be bombarded with other information for which you will have to take a test the day prior to the EP&L test.
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Yeah, that's what I wanted to say - "systems."

Thanks for the gouge on CTP.
 
n156499000 said:
For CRJ at least the test is given on day 1 of systems, which is the second week of ground school. However, knowing the entire contents prior to ground school will make things easier as there really isn't much time during the first week to commit to studying for the EP&L test as you will be bombarded with other information for which you will have to take a test the day prior to the EP&L test.
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I was in ground end of October and the word is EP&L test is on the way out for CRJ. Not sure how soon they expected that change to take place. Who know what they will replace it with for study material.
 
Jett said:
I was in ground end of October and the word is EP&L test is on the way out for CRJ. Not sure how soon they expected that change to take place. Who know what they will replace it with for study material.
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Of course this news comes out after I've spent hours getting 29 pages down to the letter lol. If it changes by the January class I'll let you know. I haven't received any other study materials though.

Supposedly the interview process changed this month too. Set a friend up and they told him they are removing the turbine and swept wing/high speed aerodynamic questions. Interview was done in PHX so I'm not sure if that's nationwide everywhere they're doing interviews.
 
tcco94 said:
Of course this news comes out after I've spent hours getting 29 pages down to the letter lol. If it changes by the January class I'll let you know. I haven't received any other study materials though.

Supposedly the interview process changed this month too. Set a friend up and they told him they are removing the turbine and swept wing/high speed aerodynamic questions. Interview was done in PHX so I'm not sure if that's nationwide everywhere they're doing interviews.
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Those are probably the only questions I'd get right [emoji23]


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tcco94 said:
Supposedly the interview process changed this month too. Set a friend up and they told him they are removing the turbine and swept wing/high speed aerodynamic questions. Interview was done in PHX so I'm not sure if that's nationwide everywhere they're doing interviews.
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I was asked about high speed aerodynamics. However, none of us were asked to draw an electrical system, turbine engine or write out 91.175(c). FWIW.
 
I've got an expired ATP written, but wondering since I've been continuously employed by an air carrier, if it will remain usable past two years and all I have to do is take the CTP? Anyone know?
 
RamRise said:
I've got an expired ATP written, but wondering since I've been continuously employed by an air carrier, if it will remain usable past two years and all I have to do is take the CTP? Anyone know?
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The answer is, I believe, in bold below. Basically yes, if you took it after July 31, 2014 which means you have taken the CTP and took more than 5 years to take the test since the ATP CTP written results are good for 60 months.

§61.39 Prerequisites for practical tests.

(b) An applicant for an airline transport pilot certificate with an airplane category multiengine class rating or an airline transport pilot certificate with an airplane type rating may take the practical test with an expired knowledge test only if the applicant passed the knowledge test after July 31, 2014, and is employed:

(1) As a flightcrew member by a part 119 certificate holder conducting operations under parts 125 or 135 of this chapter at the time of the practical test and has satisfactorily accomplished that operator's approved pilot-in-command training or checking program; or

(2) As a flightcrew member by a part 119 certificate holder conducting operations under part 121 of this chapter at the time of the practical test and has satisfactorily accomplished that operator's approved initial training program; or

(3) By the U.S. Armed Forces as a flight crewmember in U.S. military air transport operations at the time of the practical test and has completed the pilot in command aircraft qualification training program that is appropriate to the pilot certificate and rating sought.
 
tcco94 said:
Of course this news comes out after I've spent hours getting 29 pages down to the letter lol. If it changes by the January class I'll let you know. I haven't received any other study materials though.

Supposedly the interview process changed this month too. Set a friend up and they told him they are removing the turbine and swept wing/high speed aerodynamic questions. Interview was done in PHX so I'm not sure if that's nationwide everywhere they're doing interviews.
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Since you have to know and be able to apply all those limitations I would call it a good use of time, even if you don't take that exact test. Enjoy Lofte's!
 
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