BrazilBusDriver

Long time lurker; I've been out of the airline game for ~9 years at this point while in the Army (non-flying). I've decided I like where it looks like the industry is headed and I enjoyed flying a lot more than I do IT. The end goal is one of the big 6 or JetBlue due to their MCO base (live in FL, package deal with the family since I'm getting out). AAL MIA is probably the dream but I'd honestly take any of the above listed. "Stars align" goal would be to go to the regionals and grind it out for a couple years and then get to the majors. Realistically, we all know there's a recession coming at some point.



I'd previously worked for Trans States and have over 1500 and 1000 SIC 121. So I'm in this weird boat where I qualify for DEC stuff...which, truth be told is secretly terrifying in the same way that TSA hiring 450TT me was in 2007...but I've not mentioned that in the interviews.


So here are the options I've looked at, what I like, and what I don't like:


Trans States


Pros: through a feat of good luck, I've been on military leave for ~the last 8 years. I have 1.75 years seniority/longevity, so I'd be at about 2 years when I hit the line...and from what I'd read I'd go back to the line. It sounds like I'd have the seniority to upgrade but not the company required 2500TT - so it'd be a year of FO then a year of CA, but probably most line flying the whole time with a commute to DEN or ORD from central FL. Have long call reserve, though I'm guessing with the current manning no one ever sees it. APT reserve (standby) pays 5 hours per assignment.



Cons: I know TSA is losing their AA flying, and the 7 jets they added with UA are only there for 3 years as of now. I don't really see where the MRJ fits in and I'm not sure I'd bank on TSA being around in the current form in 5 years...but if a recession hits, I might need it to be.


CommutAir


Pros: Immediate upgrade and it sounds like their reserve CAs are actually flying. United CPP with movement if UA is hiring after 3000 hrs with the company or 1000 PIC. Same airframe that I've been on before (EMB-145). A $32,500 signing bonus doesn't sound too bad, and I like that I'd be guaranteed (as of now, at least) $55/hr if things don't go as planned and I'm still an FO in 15 mos. They're partially owned by UA so I assume they're not going away before other UA Express carriers, such as, say Trans States. The company keeps saying they're getting another 20 145s, though I'll believe it when I see it.


Cons: Commute to reserve ('nough said), potentially on reserve as a CA for 2-3 years, sounds like airport reserve doesn't pay unless you fly...not that it would matter since I'm commuting to it.



Envoy


Pros: Immediate upgrade, probably between $32 and 37k bonus according to the recruiting team. Guaranteed ticket to AA mainline at some point. Getting new airframes. Recruiting team says that being an AMR employee has helped folks that don't want to stay for flow get off the street seats at AA mainline. Flow guarantees that senior folks are leaving.



Cons: Commute to reserve, and potential assignment to a dying airframe (700). No long call reserve, no pay for airport (standby reserve), time off reserve is anywhere between 24 and 36 months, as it stands now. Sounds like CA reserves can fly as little as 250 hours a year, so that's not a recipe to get anywhere quickly...might actually need the flow. New airframe stacks the deck against a return, since I've been told I would be "displaced to CA" (ie, force upgraded). I can picture a scenario where AA mainline is hiring off the street but doesn't hire WO guys due to manning levels there...



I think I've done my research here, but what am I missing? Worth looking at someone else, like say, Piedmont? What would you guys choose out of the 3, and would you recommend I look at anyone else?