It probably died when trainees were no longer required to do any observation flights.

Winds of change
 

Hello aviation enthusiasts, (you have to have a passion for the skies… if it was only for the money we would all be doing something else, right?)
I have decided to interview with a few airlines starting in March 2017. After spending almost 20 years flying cargo (small SE and ME aircraft), I would like to explore the airline world (and dedicate my next 20 career years to one of them). I have some crew environment and a few hundred hours of jet experience (from my life before cargo).
Most of my friends think that I’m out of my mind, that I shouldn’t trade a $80K/year cargo pilot salary, or the days-off (guaranteed 22 vacation days and 12 sick days per year) or the life style of being home every night and don’t work weekends and holidays, for what the airlines (mainly regionals) have to offer. My argument is that there is no room for improvement as a pilot in the position that I am right now.
I would like to hear the opinion of the people that are active in the job (CAs and FOs) about your lifestyle at SW.
I have been preparing for the interview for the last two months (I have found out that I was really rusty in some areas, even being a check airman) and believe that I have a good chance to pass it (I don't know if the 12,000+ hours of flight will work in my favor, due to the type of aircraft and flying).
My question is simple… if you were in my shoes, what you think would be the hardest challenges working for SW (knowing what you know now)?

Any feedback will be highly appreciated.

We had 3 golden days a month at Mesa, SAPA needs to step it up.

Having worked freight (2 companies) and as a current airline FO, I couldn't imagine going back to freight. But that was MY situation. There are many freight gigs that are golden handcuffs like yours with great schedules, good freight mx, and fine enough pay. My two freight jobs offered none of that and SkyWest has been a major QOL and income boost (even as an FO).

caution: upgrade time is relatively quick these days and even if you manage to get a two year upgrade your progression as a captain will be slow. Meaning you will min days off, non-commutable, the worst trips for a while.
But I was used to flying freight with one full day off a week, and another 24/on-call, the airlines felt like the part-time job. Now it feels normal

Sadly, a majority from the half our group that decided the vote was important, voted to keep the status quo.

I'm a new hire transitioning to 121 from the military, so pardon the ignorance. When a pilot upgrades to captain do you enter the Captain pay scales based on your total time with the company? Including FO time? For example, if you upgrade after 3 years of being an FO do you enter the pay scale as a 3 year Captain?

Yes

Goofy, Mickey, Minnie, Pluto, Donald, Daisy, Huey, Dewey, Louie, Oswald

Hi guys, I'm wondering how reserve life will be and had a few questions. How many days per week on average could I expect to be on reserve? 4 or 5? or maybe as much as 6?
How easy is it to drop/trade reserve days? I'm assuming it depends on current staffing levels but does anyone have an estimate for the current conditions in DTW?

4, 5, 6 days on reserve duty. Drop reserve days only if you call in sick/emergency; trading reserve days is legal, yet very rarely allowed. Junior bases, including DTW vary year round


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Typical reserve is 4, sometimes 5. I've only ever had 6 of the schedule from this month had a few at end and next month starts with a few. Changing reserve is difficult and only allowed if it doesn't affect coverage in the bucket during those days. You'll probably hold a line pretty quick in DTW.