This is just a guess, but some of the flights they run out of MSP to the further parts of the Caribbean and back (+8hrs) as well as over to London probably require fully type rated f/o's assuming they are running 3 man crews, but I could be wrong.

 

I certainly don't know the regulations of ETOPS. But when SCA flies to London they have scheduled fuel stops in ( I think ) New Brunswick, Canada. So does this influence the crew issue? I guess it would if they have a crew that layovers in N.B. and they swap. I would bet the 737 doesn't have bunks but I do know of some airlines that positive space a first class seat for "crew rest". My assumptions as well. Maybe someone will chime in.

It would certainly be nice to know if they type rate their FOs at time of hire. But I am just not about to ask that question in an interview.

 

As of now they don't run 3 man crews. On trips longer than 8 hrs they DH an additional crew in the back. No bunks. They used to type all the FOs. But they also used to check the Capt's on FO flows too. Anyways a grievance was filed about only being able to be trained in the seat in which you hold. So, as a result of that grienance, FOs only get an SIC type.

 

That would blow....

 

As long as they gave me a 1st class seat and full deadhead pay I'd be all over that.

Did some stuff like that back in the day with my carrier and always ended up with 80+ hours of credit and 20+ days off...didn't come with a 1st class seat though...yes that blew, but was still worth it.

 

Unfortunately you're only get an exit row with the seat between you the last to be filled. However, I seem to remember sitting in first most of the time. The one thing that made it reasonable is that most of the flights are just barely over 8 hours and only 2 legs. It makes for not too bad of day. The other thing that sucks is that DH pay is 50%, so intl tends to go junior. I could hold St Maarten overnights when I couldn't hold SFO turns. But it all balances out. I did a lot of those day turns too. My schedule, in terms of credit and days off, is just as good now. The DH stuff makes up a small percentage of the flying.

I flew there in 2000 and again from 2005-2007 it was a great airline and I really enjoyed my time there. My only real problem with it was the long term stability question. I still believe that, for somebody looking to get out of the commuters, it's still a good place to be. My only caveat to somebody looking to go to SCA is, if possible, get your turbine pic first. I did have a lot of friends there that want to leave now but they don't have the pic time to qualify or be competative. Especially when fast upgrades at SCA don't happen.

 

Thanks for chiming in.

 

1. you won't fly over 70 hour guarantee anytime soon except for winter.
2. If you manage to hold a line and want to pick up open time, forget it! That's reserved for the top 5%.
4. The pay is absurd, lowest in the industry next to Miami Air.
5. Unless the Airline doubles in size, you won't upgrade anytime soon (check the latest captain hire date).
6. It is a possibility that you will be furloughed in the summer.
7. No Stability at all (three different owners and two bankruptcies the past ten years).
8. NO TYPE RATINGS FOR FO'S.
9. Terrible 401k match (if you can afford to contribute).

Now the good things
1. You won't find a better bunch of guys to fly with period!
2. Every single pilot that works here are very experienced and can easily take a command position.
3. The CEO is the best in the Industry and I see him taking this airline places.
4. The Chief pilot is the best I have ever had in my career.
5. If you live in MSP, then this is a good move if you have turbine PIC and want to take a gamble on the expansion of the airline.
6. MX actually fixes the planes.
7. Small Airline and everyone knows everyone (could be good or bad).

All in all, it's a great place to work. But, it has to fit into very narrow set of criteria for that pilot. It's not for everyone. We are looking for brighter days, and we are working hard for that to happen.