Skywest Questions

GiggidyGone said:
When interviewing they asked if I had a "preference" I gave them my preference. They sent a job offer with the aircraft a few hours after the interview. So because I was hired into the aircraft I told them I had a "preference for" does that incur a 2 year 1 year seat lock???

Who do I talk to to get answers. So far recruitment couldn't give me an answer nor could the person they told me to contact. They told me to talk to my Chief Pilot which seems odd.
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It's a 2-year lock. It is a part of your terms and conditions of employment in the Pilot Policy Manual, as modified in 2015. You won't be relieved of that freeze unless the Company determines that you are needed elsewhere.
 
Autothrust Blue said:
Correct. I feel like this fact is not adequately publicized.
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Why would it be? One less training cost for the company. I just had a friend get hired here that was confused on this.

They were pushing CRJ but also said he could take a later ERJ class if he chose. I told him let them choose for you to make sure its assigned and not a choice, that way he only has a 1yr lock. They assigned him a CRJ class.
 
WaterRooster said:
You still haven't made any type of point..... SKW was already flying 50+ trips a day out of DTW
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And I already knew that...and previously referenced earlier in the thread. Additionally, I was the one who first brought up that DTW was soon to be a reality as a legitimate pilot domicile - in a contrast to the "flowing through" condition of their previous flying.

However, the comment I responded to indicated that the base would begin as a -200 base...foreshadowing the potential of it becoming a Mainline base, hence my response.

Take care!
 
surreal1221 said:
And I already knew that...and previously referenced earlier in the thread. Additionally, I was the one who first brought up that DTW was soon to be a reality as a legitimate pilot domicile - in a contrast to the "flowing through" condition of their previous flying.

However, the comment I responded to indicated that the base would begin as a -200 base...foreshadowing the potential of it becoming a Mainline base, hence my response.

Take care!
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If you just would have put it like that in the first or second post, people would have understood it!

You take care too!!
 
WaterRooster said:
Its just a matter of bidding for them when you make your bid. Seniority helps get the LC line you want, but if someone ahead of you doesn't want them, it moves one step closer to you
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Thanks. I'm building up to 1500 so I don't know much about bidding, schedules, etc..

I live within three hours of two big airports with a lot of regional feed. Long call would be nice because if I was based at either airport it's sounds like I could sit at home on reserve...
 
AA34 said:
How do you get long call over the shorter call out times? Does it go more senior reserve?
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Some people don't like it, because they you are the first to be called when a trip pops up. It's almost like they build you a line as the month progresses, a week or so ahead of time. I was the most senior reserve. One away from a line.
 
LCR can get you called for garbage - unassigned turns, for instance - instead of multi-day pairings. Also, it's the only kind of reserve that they can involuntarily tag for a split-duty or a redeye.
 
Autothrust Blue said:
LCR can get you called for garbage - unassigned turns, for instance - instead of multi-day pairings. Also, it's the only kind of reserve that they can involuntarily tag for a split-duty or a redeye.
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That's all I ever got as a short call, minus the 2 3 days I had this year that were assigned a week and a half out, I'm guessing because they noticed I hadn't flown at all. Never once got called as an AM reserve.
 
JordanD said:
That's all I ever got as a short call, minus the 2 3 days I had this year that were assigned a week and a half out, I'm guessing because they noticed I hadn't flown at all. Never once got called as an AM reserve.
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AM work in PSP was the best reserve ever.

If you don't want to spend a lot of time on reserve, take the Canadair. Friendly advice.
 
Autothrust Blue said:
AM work in PSP was the best reserve ever.

If you don't want to spend a lot of time on reserve, take the Canadair. Friendly advice.
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And do some of that pilot stuff.

I'm sure my first jet being relatively "easy" isn't going to help me when I get thrown into a 737 or MD, if that ever happens.
 
JordanD said:
And do some of that pilot stuff.

I'm sure my first jet being relatively "easy" isn't going to help me when I get thrown into a 737 or MD, if that ever happens.
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Eh. Throwing generator switches doesn't ipso facto make you a better pilot. I love how automated this thing is system-wise, but I also still know (more or less...) how it works as well. (Do you know what the AC BUS TIES selector does?)

Somewhere between "build the Brasilia" and the Brave New World of shiny jet school is a happy medium that gives you a solid foundation in the airplane's systems and emphasizes flying the airplane well above "what's the blade angle out there in flight idle?"

You get out of a training program what you put into it; I will have read the CR2/7 PRM and SOPM cover to cover by my first day of class along with the FOM and the Ops Specs. (PRM and SOPM so that I know what they're talking about, and FOM/Ops Specs because upgrade. You know, Captain stuff.) I was also very well prepared for 175 school (similar effort), and so I got to focus on learning to operate the airplane. It's my general belief and experience that self-study and group-study is just as important, if not more important, than what happens in the classroom.
 
Autothrust Blue said:
Eh. Throwing generator switches doesn't ipso facto make you a better pilot. I love how automated this thing is system-wise, but I also still know (more or less...) how it works as well. (Do you know what the AC BUS TIES selector does?)

Somewhere between "build the Brasilia" and the Brave New World of shiny jet school is a happy medium that gives you a solid foundation in the airplane's systems and emphasizes flying the airplane well above "what's the blade angle out there in flight idle?"

You get out of a training program what you put into it; I will have read the CR2/7 PRM and SOPM cover to cover by my first day of class along with the FOM and the Ops Specs. (PRM and SOPM so that I know what they're talking about, and FOM/Ops Specs because upgrade. You know, Captain stuff.) I was also very well prepared for 175 school (similar effort), and so I got to focus on learning to operate the airplane. It's my general belief and experience that self-study and group-study is just as important, if not more important, than what happens in the classroom.
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Really dude, reading the OPS Spec? Reading manuals cover to cover? What really does that accomplish? Nothing. Not like one can remember everything in those manuals.

Having a good idea about what is in there and knowing how to reference it, find it, and use it in day to day operations is more impressive and important than reading something to say one has.
 
Seggy said:
Really dude, reading the OPS Spec? Reading manuals cover to cover? What really does that accomplish? Nothing. Not like one can remember everything in those manuals.

Having a good idea about what is in there and knowing how to reference it, find it, and use it in day to day operations is more impressive and important than reading something to say one has.
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I'm a nerd.
 
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