Skywest
10-07-2015, 12:50 AM
Gets Weekends Off
Joined APC: May 2009
Position: Another RJ FO
Posts: 1,272
Originally Posted by CATIII
Thanks all for the info on basing, but I think I missed it.... how is the LA Base? junior / senior? Can a new hire get it?
Things keep changing rapidly though so that could change next month for all I know. It's impossible to predict. SFO and DEN are attainable for a new hire if you don't mind that commute for a little while.
10-07-2015, 05:43 AM
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,275
Originally Posted by KennyPowers77
It should be a black tie with a white button down dress shirt because they are going to rest a pair of epaulets on your shoulders and take a picture of you. This will be your employee picture and eventually be printed on your badge.
10-07-2015, 06:09 AM
Gets Weekends Off
Joined APC: Oct 2005
Position: RJ Captain
Posts: 1,174
On LAX-- getting rid of the 10 crj200s that were doing AA flying theoretically put the base overstaffed by 50 crews. Management announced the reduction last April or May and it started last month and I think concludes by December. They can use those crews for UA or DL flying that would have been done by other domiciles so it's not like they have a bunch of pilots sitting around. They haven't transferred any pilots into LAX since that announcement six months ago.
Rumor has it that up to 10 of the 175s that were recently announced may wind up in LAX. Those don't start showing up until the middle of next year I think, but I'd presume they'd announce the base and start transition training in the spring if that were the case.
On SLC -- not too hard for an FO to get. Forget about it as a CA. We've shrunk from a high of 410 captains down to 289 over the last 3 years or so. In that time they've only let less than a dozen or so into the domicile with the junior one having 13 years seniority.
Rumor has it that up to 10 of the 175s that were recently announced may wind up in LAX. Those don't start showing up until the middle of next year I think, but I'd presume they'd announce the base and start transition training in the spring if that were the case.
On SLC -- not too hard for an FO to get. Forget about it as a CA. We've shrunk from a high of 410 captains down to 289 over the last 3 years or so. In that time they've only let less than a dozen or so into the domicile with the junior one having 13 years seniority.
10-07-2015, 07:10 AM
Pathological Flyer
Joined APC: Jul 2007
Posts: 690
Originally Posted by Turbosina
Glad I could help!
A couple other pieces of advice that I wish someone had given me:
1) About halfway through Systems, it's going to feel completely overwhelming. You're going to think to yourself, 'There's no way I'm going to pass this. Just no way." Just realize that this feeling is normal; everyone feels this way at some point. But the Systems Validation (systems exam) is definitely easier than the training itself. In other words, they will cram your brain with more knowledge than you need for the exam.
However, out on the line, you will be surprised at how much you use that knowledge every day. Admittedly, some of the stuff just evaporates from your brain because you never use it, or because the reference is printed right there on the TOLD card or somewhere else (max landing weight comes to mind; if you turn to 70,000 lbs on the CRJ-700 TOLD card, it'll say in very big letters, "Landing - Overweight", as an example.)
But other stuff, such as "How and why do we transfer the APU bleeds on the 200?" is stuff that you'll use every day on the line, and will become second nature the more you do it.
2) The earlier you can practice flows, the better. Sit with a buddy and help each other memorize and practice flows. Unfortunately on the CRJ you won't have any seasoned Skywest pilots in class with you (I don't know of anyone who's doing a E175-to-CRJ transition, although I suppose it's possible), but if you do have any ex-121 guys in the class, ask them for help. Watch how they practice flows. Go into the Matrix on your off hours (SKW allows unlimited self-practice time on the Matrix simulator) and run the flows and callouts over and over. Again, it really really really helps to do this with a buddy.
I came from a Part 91 background with north of 6,000 hours of piston time, and the concept of flows was a tough one for me to grasp. Reading the SOP, with its rather confusing separation of flows and tasks and checklists, left me utterly confused as to just what we were supposed to do when. There were times I thought I'd never get it.
Now, however, I can jump in that airplane and do flows and callouts with my eyes closed, half-drunk (OK, I'm kidding on the second part.) When you see a seasoned crew blitz through an originating, pre-start, engine start, taxi, and takeoff check, it will seem like magic if you've never done it before. Then once you get enough practice, it becomes second nature. I mean, on our first FTD session, it took me and my sim partner 90 minutes to power up the airplane, run our checklists and push back from the gate. My record now is 18 minutes from arrival at the cold, dark aircraft to actual pushback, and that included the walkaround...
Of course if you're prior 121 then you know all this, but just in case you're coming from a GA background, I thought it might be useful to hear one GA pilot's perspective.
A couple other pieces of advice that I wish someone had given me:
1) About halfway through Systems, it's going to feel completely overwhelming. You're going to think to yourself, 'There's no way I'm going to pass this. Just no way." Just realize that this feeling is normal; everyone feels this way at some point. But the Systems Validation (systems exam) is definitely easier than the training itself. In other words, they will cram your brain with more knowledge than you need for the exam.
However, out on the line, you will be surprised at how much you use that knowledge every day. Admittedly, some of the stuff just evaporates from your brain because you never use it, or because the reference is printed right there on the TOLD card or somewhere else (max landing weight comes to mind; if you turn to 70,000 lbs on the CRJ-700 TOLD card, it'll say in very big letters, "Landing - Overweight", as an example.)
But other stuff, such as "How and why do we transfer the APU bleeds on the 200?" is stuff that you'll use every day on the line, and will become second nature the more you do it.
2) The earlier you can practice flows, the better. Sit with a buddy and help each other memorize and practice flows. Unfortunately on the CRJ you won't have any seasoned Skywest pilots in class with you (I don't know of anyone who's doing a E175-to-CRJ transition, although I suppose it's possible), but if you do have any ex-121 guys in the class, ask them for help. Watch how they practice flows. Go into the Matrix on your off hours (SKW allows unlimited self-practice time on the Matrix simulator) and run the flows and callouts over and over. Again, it really really really helps to do this with a buddy.
I came from a Part 91 background with north of 6,000 hours of piston time, and the concept of flows was a tough one for me to grasp. Reading the SOP, with its rather confusing separation of flows and tasks and checklists, left me utterly confused as to just what we were supposed to do when. There were times I thought I'd never get it.
Now, however, I can jump in that airplane and do flows and callouts with my eyes closed, half-drunk (OK, I'm kidding on the second part.) When you see a seasoned crew blitz through an originating, pre-start, engine start, taxi, and takeoff check, it will seem like magic if you've never done it before. Then once you get enough practice, it becomes second nature. I mean, on our first FTD session, it took me and my sim partner 90 minutes to power up the airplane, run our checklists and push back from the gate. My record now is 18 minutes from arrival at the cold, dark aircraft to actual pushback, and that included the walkaround...
Of course if you're prior 121 then you know all this, but just in case you're coming from a GA background, I thought it might be useful to hear one GA pilot's perspective.
10-07-2015, 07:11 AM
just past ETP
Joined APC: Sep 2012
Position: Cruise Captain
Posts: 495
thanks for the info and SFO is easy to get I take it? Is that also a CRJ Base?
10-07-2015, 07:42 AM
Line Holder
Joined APC: Feb 2011
Posts: 54
Originally Posted by CATIII
thanks for the info and SFO is easy to get I take it? Is that also a CRJ Base?
SFO Junior on 175, hired May 2015.
10-07-2015, 09:12 AM
Pathological Flyer
Joined APC: Jul 2007
Posts: 690
How's PSP on the RJ? Heard it was shrinking? Also is clean shaven' no hair on the face at all? Okay, I'm tapped on questions..
10-07-2015, 09:20 AM
Line Holder
Joined APC: May 2013
Posts: 53
Originally Posted by Turbosina
Just make sure you have your EP&L packet memorized, cold, before you show up.
Thanks
10-07-2015, 09:30 AM
Pathological Flyer
Joined APC: Jul 2007
Posts: 690
Originally Posted by falcon99
When are we supposed to get the EP&L? T-minus 7 days and counting...
Thanks
Thanks
https://quizlet.com/subject/ep%26L%20skywest/
10-07-2015, 09:33 AM
Line Holder
Joined APC: May 2013
Posts: 53
Originally Posted by Flightsoffusion
This may help get you started. Not sure how up to date they are:
https://quizlet.com/subject/ep%26L%20skywest/
https://quizlet.com/subject/ep%26L%20skywest/
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