PHX/BOI Bases
05-20-2021, 07:08 AM
#21
Gets Weekends Off
Joined APC: May 2019
Posts: 344
Originally Posted by CC268
Couldn’t you just hold PHX as an FO until you could hold PHX as a CA? Or does it not work like that?
Learn the Job as an FO. Suck up as much information, techniques, real world application of what you've learned and/or taught about the FARS. Learn what good CRM is and what bad CRM is. Learn from the good captains what makes a good captain and what you want to emulate, and learn from the weak captains what makes a bad captain and what behaviors you want to avoid as a captain. Learn how reserve works. learn how commuting works. Learn how to make more, while working less.
During your real education learn how the upgrade process works. You've most likely got at least two years to learn all this. Then, and only then, decide where and in what airplane you can and want to hold captain.
Being an FO in one airplane and upgrading in a different one means learning to the the expert in a new airplane, while learning the responsibilities and pitfalls of being in charge, which can be a very difficult and dangerous move. Many have failed, particularly when moving from the right seat of the ERJ to the more challenging cockpit of the CRJ. It was even worse for Right seat of the CRJ to the left seat of the E-120.
The majors like to see trainability. There is nothing to prevent Starting in the right seat of the CJR transitioning to the Rt seat of the ERJ a year later. Learn both airplanes from that seat then Upgrade in the CRJ when your seniority can hold that in the base you want, or are willing to commute to sitting reserve. 4 years down the road this will be a totally different environment, airline and airline industry, with more ERJs, less 200s, more Maxes and maybe even a few E-175E2s at mainline.
05-20-2021, 07:42 AM
#22
Gets Weekends Off
Thread Starter
Joined APC: May 2014
Posts: 171
Originally Posted by herewego
How about just getting a Job as an FO and worrying about that first instead of caring when you're going to upgrade and in what airplane.
Learn the Job as an FO. Suck up as much information, techniques, real world application of what you've learned and/or taught about the FARS. Learn what good CRM is and what bad CRM is. Learn from the good captains what makes a good captain and what you want to emulate, and learn from the weak captains what makes a bad captain and what behaviors you want to avoid as a captain. Learn how reserve works. learn how commuting works. Learn how to make more, while working less.
During your real education learn how the upgrade process works. You've most likely got at least two years to learn all this. Then, and only then, decide where and in what airplane you can and want to hold captain.
Being an FO in one airplane and upgrading in a different one means learning to the the expert in a new airplane, while learning the responsibilities and pitfalls of being in charge, which can be a very difficult and dangerous move. Many have failed, particularly when moving from the right seat of the ERJ to the more challenging cockpit of the CRJ. It was even worse for Right seat of the CRJ to the left seat of the E-120.
The majors like to see trainability. There is nothing to prevent Starting in the right seat of the CJR transitioning to the Rt seat of the ERJ a year later. Learn both airplanes from that seat then Upgrade in the CRJ when your seniority can hold that in the base you want, or are willing to commute to sitting reserve. 4 years down the road this will be a totally different environment, airline and airline industry, with more ERJs, less 200s, more Maxes and maybe even a few E-175E2s at mainline.
Learn the Job as an FO. Suck up as much information, techniques, real world application of what you've learned and/or taught about the FARS. Learn what good CRM is and what bad CRM is. Learn from the good captains what makes a good captain and what you want to emulate, and learn from the weak captains what makes a bad captain and what behaviors you want to avoid as a captain. Learn how reserve works. learn how commuting works. Learn how to make more, while working less.
During your real education learn how the upgrade process works. You've most likely got at least two years to learn all this. Then, and only then, decide where and in what airplane you can and want to hold captain.
Being an FO in one airplane and upgrading in a different one means learning to the the expert in a new airplane, while learning the responsibilities and pitfalls of being in charge, which can be a very difficult and dangerous move. Many have failed, particularly when moving from the right seat of the ERJ to the more challenging cockpit of the CRJ. It was even worse for Right seat of the CRJ to the left seat of the E-120.
The majors like to see trainability. There is nothing to prevent Starting in the right seat of the CJR transitioning to the Rt seat of the ERJ a year later. Learn both airplanes from that seat then Upgrade in the CRJ when your seniority can hold that in the base you want, or are willing to commute to sitting reserve. 4 years down the road this will be a totally different environment, airline and airline industry, with more ERJs, less 200s, more Maxes and maybe even a few E-175E2s at mainline.
05-20-2021, 08:42 AM
#23
Gets Weekends Off
Joined APC: Jul 2017
Posts: 285
Originally Posted by CC268
Woah there - it was simply a question. I understand what your saying and the points are appreciated. I'm just trying to do my due diligence. I guess the other question is - is it a mistake to go CRJ if the CRJ is likely to be phased out and replaced with more ERJs?
05-20-2021, 05:09 PM
#26
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Joined APC: Mar 2019
Posts: 358
Originally Posted by ndem763
Slightly off-topic, but how is seniority at ORD on the ERJ side? It seemed relatively junior pre-covid. And are DTW and ORD typically junior on the CRJ?
If you go to https://www.skywest.com/skywest-airl...es/pilot-jobs/ and look at domiciles / seniority it lists the most junior hire date by aircraft and domicile.
05-20-2021, 05:29 PM
#27
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Joined APC: Jan 2021
Posts: 1,121
Originally Posted by ndem763
Slightly off-topic, but how is seniority at ORD on the ERJ side? It seemed relatively junior pre-covid. And are DTW and ORD typically junior on the CRJ?
If you notice the trend, the shift has gone west for DL flying, and slightly for UA. Overall we’ve been living up to SkyWest name lately I guess.
05-20-2021, 05:34 PM
#28
Line Holder
Joined APC: Mar 2021
Posts: 26
Originally Posted by LAXtoDEN
ORD was the most Jr. base for ERJ, now it’s Denver atm. CRJ was DTW and MSP (I don’t think Detroit will be Jr. anytime soon, if ever), now it’s IAH/DEN/DFW.
If you notice the trend, the shift has gone west for DL flying, and slightly for UA. Overall we’ve been living up to SkyWest name lately I guess.
If you notice the trend, the shift has gone west for DL flying, and slightly for UA. Overall we’ve been living up to SkyWest name lately I guess.
05-20-2021, 06:15 PM
#29
Gets Weekends Off
Joined APC: May 2019
Posts: 344
Originally Posted by CC268
I guess the other question is - is it a mistake to go CRJ if the CRJ is likely to be phased out and replaced with more ERJs?
The oldest 900 is still only roughly 13(?) years old , while the last 900 was delivered last quarter. It took over 20 years to wind down the E120. plan on as long a drawdown as that for the CRJ in all it's variants.
No it is not a mistake to go to the CRJ, as that may be the best QOL, and you are not seat locked into only flying it for your career. Your seniority is based upon the day you step foot onto the Skywest Training center, even 2 weeks earlier can make a huge difference. Ask the guys who were one day away from their Sim Check during new hire last March how that one day made a huge difference in their lives.
How you bid for trips is based on seniority in seat in base. How you bid for which base you want is based on seniority. You do have a seat lock for 1 or two years (in the seat, not the domicile) depending on whether you asked for a specific airplane when you get hired, but they have been known to waive that when their needs dictate it, to include at least one pilot in the boom days getting left seat awarded before ever starting new hire sim.
What airplane you are hired into has no bearing on what airplane you upgrade into. I mentioned in my previous post that failure rates are higher for upgrading in a different airplane than you flew as an FO, but more have done it successfully than not.
Your upgrade seniority is based on the day you stepped foot into the new hire training center. Nothing more. Some take first upgrade and commute cross country to sit reserve. It's called playing the game. Since they will typically award transfers before upgrades or transitions, someone who is Jr but already qualified may end up getting awarded PHX captain while a more Senior FO who is bidding only upgrade to PHX CA will be left high and dry. No bypass pay since there was no training slot available for them so they are technically not bypassed.
Sitting reserve at OO is a certain level of hell. commuting cross country to sit reserve in a crashpad is one of Dante's lowest levels. Not commuting to your domicile for reserve will get you fired Many have tried that trick, many have failed and SAPA will not do anything to help you since so many warnings have been posted about this wage theft.
They posted the Domicile Vacancy report today that lists the anticipated openings for transfers and Upgrades/Transitions.. No ERJ captain classes will be held,.while there are multiple slots for CRJ captains in COS, DTW and IAH. FO openings for the CRJ in DEN, DTW, PHX and SLC.
Transfers in the ERJ system will be scattershot and if anyone gets what they are bidding for in the 175 it will be a surprise.
05-21-2021, 03:33 AM
#30
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Joined APC: Jul 2008
Posts: 4,203
Originally Posted by herewego
the 200 (aka deuce) 50 seater is shrinking, but Skywest Inc is buying every 700 they can find. Some will be converted to 50 seat 550s and will be leased to and flown by other regionals. Others may be converted to 550s and flown by OO. They were very cagy on the last earnings call about their plans A through F about that.
The oldest 900 is still only roughly 13(?) years old , while the last 900 was delivered last quarter. It took over 20 years to wind down the E120. plan on as long a drawdown as that for the CRJ in all it's variants.
No it is not a mistake to go to the CRJ, as that may be the best QOL, and you are not seat locked into only flying it for your career. Your seniority is based upon the day you step foot onto the Skywest Training center, even 2 weeks earlier can make a huge difference. Ask the guys who were one day away from their Sim Check during new hire last March how that one day made a huge difference in their lives.
How you bid for trips is based on seniority in seat in base. How you bid for which base you want is based on seniority. You do have a seat lock for 1 or two years (in the seat, not the domicile) depending on whether you asked for a specific airplane when you get hired, but they have been known to waive that when their needs dictate it, to include at least one pilot in the boom days getting left seat awarded before ever starting new hire sim.
What airplane you are hired into has no bearing on what airplane you upgrade into. I mentioned in my previous post that failure rates are higher for upgrading in a different airplane than you flew as an FO, but more have done it successfully than not.
Your upgrade seniority is based on the day you stepped foot into the new hire training center. Nothing more. Some take first upgrade and commute cross country to sit reserve. It's called playing the game. Since they will typically award transfers before upgrades or transitions, someone who is Jr but already qualified may end up getting awarded PHX captain while a more Senior FO who is bidding only upgrade to PHX CA will be left high and dry. No bypass pay since there was no training slot available for them so they are technically not bypassed.
Sitting reserve at OO is a certain level of hell. commuting cross country to sit reserve in a crashpad is one of Dante's lowest levels. Not commuting to your domicile for reserve will get you fired Many have tried that trick, many have failed and SAPA will not do anything to help you since so many warnings have been posted about this wage theft.
They posted the Domicile Vacancy report today that lists the anticipated openings for transfers and Upgrades/Transitions.. No ERJ captain classes will be held,.while there are multiple slots for CRJ captains in COS, DTW and IAH. FO openings for the CRJ in DEN, DTW, PHX and SLC.
Transfers in the ERJ system will be scattershot and if anyone gets what they are bidding for in the 175 it will be a surprise.
The oldest 900 is still only roughly 13(?) years old , while the last 900 was delivered last quarter. It took over 20 years to wind down the E120. plan on as long a drawdown as that for the CRJ in all it's variants.
No it is not a mistake to go to the CRJ, as that may be the best QOL, and you are not seat locked into only flying it for your career. Your seniority is based upon the day you step foot onto the Skywest Training center, even 2 weeks earlier can make a huge difference. Ask the guys who were one day away from their Sim Check during new hire last March how that one day made a huge difference in their lives.
How you bid for trips is based on seniority in seat in base. How you bid for which base you want is based on seniority. You do have a seat lock for 1 or two years (in the seat, not the domicile) depending on whether you asked for a specific airplane when you get hired, but they have been known to waive that when their needs dictate it, to include at least one pilot in the boom days getting left seat awarded before ever starting new hire sim.
What airplane you are hired into has no bearing on what airplane you upgrade into. I mentioned in my previous post that failure rates are higher for upgrading in a different airplane than you flew as an FO, but more have done it successfully than not.
Your upgrade seniority is based on the day you stepped foot into the new hire training center. Nothing more. Some take first upgrade and commute cross country to sit reserve. It's called playing the game. Since they will typically award transfers before upgrades or transitions, someone who is Jr but already qualified may end up getting awarded PHX captain while a more Senior FO who is bidding only upgrade to PHX CA will be left high and dry. No bypass pay since there was no training slot available for them so they are technically not bypassed.
Sitting reserve at OO is a certain level of hell. commuting cross country to sit reserve in a crashpad is one of Dante's lowest levels. Not commuting to your domicile for reserve will get you fired Many have tried that trick, many have failed and SAPA will not do anything to help you since so many warnings have been posted about this wage theft.
They posted the Domicile Vacancy report today that lists the anticipated openings for transfers and Upgrades/Transitions.. No ERJ captain classes will be held,.while there are multiple slots for CRJ captains in COS, DTW and IAH. FO openings for the CRJ in DEN, DTW, PHX and SLC.
Transfers in the ERJ system will be scattershot and if anyone gets what they are bidding for in the 175 it will be a surprise.
Heard only NH ERJ classes tell the fall. No DVR transitions tell then.. (september)
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