Dear Captain Reyes and the Pilot Hiring Board,
I fly Cat II/III approaches to published minimums on the 737-800, briefing and executing them in low-visibility operations and clearing recurrent simulator checks with no maneuver retraining. Behind that currency is 6,800 total hours, 4,100 of them as pilot-in-command and 5,200 turbine, built across Part 121 and Part 135 work and now anchored by a B-737 type rating. I hold an ATP certificate, a clean FAA record, and a current first-class medical, which is the package Pacific Crest Airways needs in the right seat across a West Coast network. The low-visibility precision is where I am steadiest, and it is the reason I am writing about your first officer opening.
At Summit Airlines I have flown 2,900 hours as second-in-command on the 737-800 with zero reportable safety events or FAA violations, supporting on-time arrival on 96 percent of segments while cross-checking FMS routings and RNAV/RNP approaches on the Jeppesen FliteDeck Pro EFB. When a hydraulic-system caution lit on departure, I worked the flow with the captain under sterile-cockpit discipline and we resolved it without a diversion. Before the airline I flew the King Air 350 as a Part 135 captain across mountainous terrain and high-density-altitude airports, where I declined 14 flights for weather or maintenance with no schedule-pressure overrides. That habit of making the go/no-go call on the facts is what I would bring to your right seat.
My logbook, B-737 type rating, ATP-CTP graduation certificate, and recurrent check records are all current and verifiable, and a recruiter is welcome to pull them line by line. I can sit a simulator evaluation or ride your jumpseat as soon as your training department has a slot, and a phone call this week sets that up. Reach me at the number on this letter and tell me which date works on your end.