Mostly AMC trips, the majority of which are in Europe/ME right now. Wasn't that long ago that JFK guys had nothing to bid but CVG hotel reserve, hopefully that's a thing of the past.

 

I applied in May and updated it with an internal rec in Aug. Got the email for the online assessment a few days ago.

I am super excited, long-haul international has always been where my heart has been.

4800 TT 0 TPIC

 

Hey, cropduster! Congratulations on passing the exam! I, too, have been given the opportunity to take the assesment. I'm in the middle of a trip so I haven't taken it yet. Is there any insight you could provide in regards to types of stuff asked? I have looked at pretty much every page in this thread, gathered up " Everything explained...", atp test questions, WX stuff, even NAT operation manuals, yadda yadda yadda. I just don't want to blow this thing! Any help you could provide would be über cool of you! Anyway, congrats again!

 

Lots of good info around on what it consists of. One big piece of advice... don't wait too long! People have lost lots of seniority numbers by missing the test cutoff by a day. They won't kick you out but you might end up in a later round of interviews. On that note, don't take it if you aren't ready though!

 

Since time is if the essence and you don't have enough posts to PM you should figure out another way to get that last bit of info asap.

Also, regarding first year pay ... Just to be clear, Atlas first year pay is now $78/hr which is $12/hr or so higher than DAL or UAL. With that difference, 8 or 10 hours above the Atlas first year 50 hr guarantee will put you on par with them at their min guarantee (first year pay is the same on all Atlas equipment). I believe that many (not all) new hires fly well above the 50 hour first year mins because scheduling loves cheap labor and probationary pilots they can abuse

8

 

The questions posted on here early in the thread are spot on. I copied them to a document and looked up the answers. With 100 questions in 60 minutes you are pretty time pressed, it's mostly ATP questions.

Good luck.

 

Ok, lets be smart about this. First, MOST first year guys go over 50 hours every single month, some as high as 80-90 hours, so why spend leverage on something that has little to NO impact!

You misstate the profit sharing. You are not eligible while on probation (first year), what is so harsh about that? Again, only one year, how much leverage is that worth?

"Tens of thousands", I think not!

Three year seat locks. Kinda makes since to me from a business standpoint. In a year or two, this will fix it's self. 767 will be junior and will take a few years to get out of anyway. Same question as above?

 

Nah, I get it. Hammer on the new guys, protect the interests of the senior guys. That's tradition in the airlines.

But, let's talk about where I came up with the "tens of thousands" figure, and why I might think it's unfair that myself and a good number of 767 pilots are making less than ~120-200 pilots junior to us.

1st year pay (767 and 747): $78/hr
2nd year pay (747): $98/hr
2nd year pay (767): $82/hr
3rd year pay (747): $103/hr
3rd year pay (767): $86/hr

For our calculations, let's just use an average credit per month of 72 hours for both 767 and 747 pilots.

1st year: ($78 * 72 * 12) = $67,392
2nd year (747): ($98 * 72 * 12) = $84,672
2nd year (767): ($82 * 72 * 12) = $70,848
3rd year (747): ($103 * 72 * 12) = $88,992
3rd year (767): ($86 * 72 * 12) = $74,304

All totaled up:

Years 1-3 (747): $241,056
Years 1-3 (767): $212,544

For those keeping score at home, the difference between the two? $28,512! Literally tens of thousands, not including the potential for hazardous duty pay on the 747 side of the house!

Now, I don't know about you, but I bet you'd feel pretty raw about involuntarily making almost $30,000 less over the course of three years than pilots junior to you. I bet you'd also feel pretty raw if pilots junior to you were holding a base drivable from your house while you're locked into a transcon commute to CVG. Am I wrong, or is this just a blow-off issue because it doesn't affect the senior pilots? Seniority is broken down here at the lower ranks; this is something we should all care about!

Also, the 3 year lock makes good business sense? It makes good business sense to cut our pay in half too, right? The industry standard equipment lock is 1 year for new-hires and transitions. We are way behind.

And yes, many of us did have 50 hour months our first year. Hell, I was even told by one of our stewards that I should feel lucky to have my whole schedule dropped to R1 right after getting off training pay.

Profit sharing? We all know it's a joke, but my class and I won't get a full year's profit sharing check until 2016, even though we were hired in 2013. A year without profit sharing? More like 2-3.

These are issues that need to be addressed in the next CBA, not brushed aside because they don't affect the senior pilots. If we want industry standard, we need an EXCO that will push for it.

 

Thanks for the info! Hoping I get a call someday soon good luck!

 

I barely made $40k as a first year FO on the 767. 4 months on training pay followed by 4 months at 50 hours.

Also, you aren't eligible for profit sharing until you have completed your first full CALENDAR year. Which means... A person hired in January of 2013 isn't eligible to begin receiving profit sharing until January of 2015. Then you accrue that year to be paid in 2016.

There we have it — the raw deal is complete. Throw in a bogus and ridiculous equipment lock and you find yourself with a fleet full of FOs looking to leave.

Oh... But the overnights and flying are so cool!!! FunBucks all around!

Give me a 717 and a future.... This place is a regional airline with heavy jets. Complete with the whipsaw.

Yea yea, I knew the deal when I signed up. But let's not try to put lipstick on the whale.


Sorry for the negativity, and I know that Whaledriver is a reasonable guy. Just wanted to make a pithy point or 2.


Happy Sunday.