For Pilots Only: May 18, 2024

Connecting the Dots

A lot of pilots have been asking me for my thoughts on SkyWest’s First Officer Advancement Agreement.

This new contract program has been making waves in the industry, and for good reason.

But before I dive into the details, I think it’s important to take a step back and look at the bigger picture.

The past few years have been a wild ride for pilots, especially those at the regional level.

With the pilot shortage in full swing, many pilots found themselves jumping from one airline to another, chasing better pay, better schedules, and the promise of a faster path to the majors.

This "resume washing" became the norm, and airlines were forced to hire pilots with less experience and less loyalty just to keep their planes in the air.

But now, it seems the tide is turning. Airlines like SkyWest are rolling out new contract programs designed to lock pilots in and stabilize the flow from the regionals to the majors. The SkyWest First Officer Advancement Agreement is a prime example of this trend.

On the surface, the agreement is being marketed as a sweet deal.

SkyWest promises to put you at the front of the line for a first officer position, and all you have to do is commit to flying with them for 1,600 hours as a captain or accept a pilot position with one of their partners, Delta or United. If you can't meet that commitment, you'll have to repay SkyWest's investment in your type rating.

Sounds simple enough, right? But here's where things get tricky.

First off, SkyWest is marketing this agreement as a choice. They're saying, "Hey, if you want to jump to the front of the line, just sign this contract. If not, no worries – you'll just stay at the back of the pack." But let's be real. If enough pilots sign up for this "opportunity," it's going to become mandatory in all but name.

And that's not the only catch. When you crunch the numbers, signing this agreement could mean committing to SkyWest for a whopping five years. Here's how it breaks down:

1. Training: the best case scenario, you're looking at three months from your first day to your first flight. Worst case? It could be six months.
2. First Officer: Once you're online, you'll be flying around 700-800 hours per year. At that rate, it'll take you about a year and a half to hit the 1,000-hour SIC mark.
3. Upgrade: Then it's time for upgrade training and IOE, which could take anywhere from one to four months, depending on whether you're staying on the same aircraft type.
4. Captain: Now you're a captain, but you still have to fly 1,600 hours to fulfill your contract. That's another two years and change.

Add it all up, and you're looking at a five-year commitment to escape the regional world.

But the real kicker?

Signing this agreement essentially locks you out of United and Delta. The only legacy carrier still on the table is American. And if you try to jump ship early, you could be facing a "cooling off" period where the majors won't even look at your application.

Now, whenever I tell people this there is usually a follow-up question:

"But James, isn't this just the dues lower-time pilots have to pay for stability and a clear path to the majors?"

And sure, I get that perspective. The past few years have been chaos, and some pilots are craving a little predictability.

But here's the thing – this agreement isn't really about helping pilots. It's about helping the airlines maintain control and stop the free market from working in the pilots' favor.

Think about it.

When pilots were able to job-hop and "resume wash," they had the upper hand. Airlines were forced to compete for talent, and pilots could choose the best deal for them. But with these new contract programs, the airlines are trying to take that power back.

They're saying, "You'll stay with us for as long as we say, or else." They're using the promise of a faster path to the majors as a carrot, but they're also wielding a pretty big stick.

Now, does that mean these programs are destined to succeed?

Not necessarily. There are a lot of variables at play, and pilots still have some cards to play. If aircraft deliveries pick up, if enough pilots refuse to sign these agreements, and if regional-hopping continues to be the norm – the airlines might not be able to enforce these new rules.

But make no mistake, this is the direction the industry is moving.

The days of the Wild West, where pilots could job-hop at will and skip the regionals entirely, are coming to an end (at least for now). The airlines are trying to reassert control, and they're not afraid to play hardball to do it.

So, what's a Raven pilot to do?

Well, first and foremost, read the fine print. Understand exactly what you're signing up for and what the long-term implications could be. Don't let the promise of a shortcut blind you to the potential pitfalls.

Second, keep your options open. Don't put all your eggs in one basket, and don't be afraid to jump ship if a genuinely better opportunity comes along. The airlines might be trying to limit your choices, but that doesn't mean you don't have any.

And finally, remember that this is a marathon, not a sprint. The path to the majors has always been a long and winding road, and these new contract programs don't change that. Stay focused on your ultimate goal, keep building your skills and experience, and don't let the turbulence of the moment throw you off course.

The aviation industry is changing, and pilots will have to change with it.

But one thing remains constant – the need for skilled, dedicated, and adaptable aviators. If you can be that kind of pilot, no matter what obstacles the airlines throw in your way, you'll always have a place in the cockpit.

So keep your head up, keep your eyes on the horizon, and keep pushing forward. The future is still yours to write.

And if you have any more questions about this or another topic, join my FREE live Ask Me Anything this Thursday, May 23rd, at 8pm EST.

I’ll answer whatever you throw at me.

Here’s the link.

Fly safe,

James

2024 Job Fair/Industry Expos