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Don't volunteer. If someone should and could be paid for the job, do not volunteer. This isn't a charity. It's a multi million dollar airline business.

Quote:

Originally Posted by elmetal (Post 2201887)

Don't volunteer. If someone should and could be paid for the job, do not volunteer. This isn't a charity. It's a multi million dollar airline business.

OK. They do pay for everything i listed...

Then don't end your sentence with the word volunteer

Quote:

Originally Posted by Squallrider (Post 2201876)

Chief pilot itself is many years, same for assistant chief etc,

I dunno about that. MH (LAX/FAT CP, everyone's favorite pilot) spent what, four months as a CA before being named ACP?

Also for CP/ACP it helps to have:

• No sense of empathy or compassion

• A stick jammed extremely far up your six

• A nice shiny hat, plus the gall to call out other pilots for not wearing the (not required) hat

• A startling lack of actual airmanship (speed limits below 10,000 feet? If you're a CP, they don't exist. 300 KIAS is just fine. Oh, and when your FO gently reminds you that you're about to inadvertently take off unpressurized because you shut down the APU on a 100-degree day in PHX in a fully-loaded CRJ-200 just to save the company money, but forgot to swap the bleeds to the engines...be sure to blame the ground controller for talking too much and distracting you. Do this, and you're perfect ACP/CP material.)

• The ability to use the phrase "for the good of the company" 100 times a day, and still be able to look at yourself in the mirror

There are certainly exceptions (RG being one of them), but do a trip with such wonderful human beings as MH and you will see what I mean...

Maybe your description to get the job of CP/ACP applies to some...but not all. HG (the LAX ACP) has NONE of those characteristics you described.

Quote:

Originally Posted by disillusioned (Post 2201848)

That's is the exact thing that helped me decide to move on. In that range and not only could I not get 75 hours, but I was constantly getting required minimum line value of 87 to 88 hours. So you either bid for high value trips (which have dropped off over the past 6 months) or low value locals which may or not be picked up. The good part about option 2 is that when you have to call in to get a day off, you don't have that much user time taken.

Had I been able to get a good schedule or drop a trip here or there, I may have stuck around just to enjoy my kids as they are growing up. As it stands now, I expect to commute back east and still figure I'll have just as many days off as a junior reserve as I did with SW after 9 years. Plus there will be some hope of it getting better vs the realization that it will never get better.

Where did you end up going?

It took me about a year and a half on property to get a Flight Ops job. After applying to a lot of positions I was met with a lot of frustration, it seemed the people they wanted to hire was already known and that they just had to interview as a formality. Don't let that get in the way just keep interviewing and eventually you'll get something.

Quote:

Originally Posted by torpid0 (Post 2202140)

Maybe your description to get the job of CP/ACP applies to some...but not all. HG (the LAX ACP) has NONE of those characteristics you described.

This is true, HG is a great guy. Been on his jumpseat a couple times.

But MH? The mind fairly boggles...

Quote:

Originally Posted by airlinepilotguy (Post 2201595)

How hard is it to become apart of a Chief Pilot's Office or apart of Pilot Recruitment within the first two years of being a pilot at SkyWest? Is it possible? How long would a pilot have to be at SkyWest in order to obtain one of those opportunities?

First, you'll need to know the difference between "apart", and "a part".

Quote:

Originally Posted by Turbosina (Post 2202160)

This is true, HG is a great guy. Been on his jumpseat a couple times.

But MH? The mind fairly boggles...

The difference (aside from personality types, which is indeed a MAJOR factor) lies in the difference between an ACP and a CP: the former still bid for and fly the line a couple weeks per month; the latter have no idea what it actually means to execute the policies and procedures being handed down from on high, and have no understanding or appreciation for what it's like flying the line each and every day. They are company men, and that is how they get that position.

In a former life, I was a west coast guy and flew with all parties being discussed. Most of the ACPs and Flt Ops Sups were good guys. MH? He should not be trusted by any line pilot, and frankly he should never be in either pilot seat of any aircraft without a steadfast and confident LCA willing to take the controls regardless of who is in the other seat.