Thank you for the clarification, I thought that would be the case, but wasn't sure.

New Breeze CJO Holder
 

Helicopter convert and recent CJO recipient from Breeze after Spirit 'paused' the one I thought I was set with 6 months ago. I was barely aware of Breeze before but glad I wound up here as a newbie and excited for the opportunity and aware of the potential downsides. Worst case scenario still seems like an improvment to mil life and a decent lauching pad for follow-on jobs, while best case it turns into a not-so-bad forever home with high seniority.

Anyways I do my best to read through all the past posts but with a quickly changing startup, the recent developments in the aviation industry at large, and also the frequency that these posts get taken over by trolls or turn into ****ing contests its been hard to get believeable and recent insight on much. Admittedly part of the problem is my inexperience in the 121 world. I just had the following questions if anyone has some good insight they would like to offer;

1. From what I understand unionization/ALPA was voted on and passed but it seems like theres a whole fight legally going on as to whether the training pilot votes should have counted which would have presumably changed the outcome. Without a union I think everything defaults to something like a "Pilot Handbook" which seems like a pinky-promise at best and at worst an opportunity for the company to screw you without recourse.
a) What kind of pilot work rules does this Pilot Handbook outline and how does it compare to other competitors (min days off, what are the reserve rules, anything else that stands out/I should know etc)?
b) How rigidly is this handbook actually followed in the industry at places like Skywest and anywhere else that has a similar setup that they have had for awhile? What about specifically at Breeze?

2. I'm sure a lot of this is either kept a closely guarded secret and/or unknown and I am aware that they are essentially only expanding where the market dictates success for their model, but is there any insight or historically guided guesses as to how soon new bases are happenning or where they might expand to? I'm a west coast guy willing to move east to be in base but looking to eventually be out west and I understand Provo is unlikely or would take awhile to hold.

3. I'm aware of the 80 A220s on order and that definitely is exciting, but for new hires is it common or even a thing to get pigeonholed onto the Ejets that are being phased out? Does airframe currently (or in the future) have any big dictation of base or QOL?

4. A large portion of the revenue seems to be charter flights, what does that mean for what your schedule looks like and how reserve works? Is charter Ejet only or are A220s also expected to do charters? If thats the case and you get an A220 seat are you then further assigned to charters or 121 or do you mix both? If its a mix what does that mean for and how does that change your monthly schedule?

5. Scheduling systems are still one of the parts of 121 that I understand the least. How does it work at Breeze? How easy is it to drop trips, pickup trips, drop a month to zero, etc? (I understand its seniority dependent but maybe just compared to other 121)

6. I've seen the benefits handout and I was a little confused on the jumpseat, KCM, and ZED setup for Breeze. Zed doesn't seem bad and it is referenced as a perk, but how does jumpseating and KCM work for Moxy? Has that perk or lack thereof been a non-factor or is it actually a thing to consider?

7. For newly hired pilots, how far out was your training date?

8. What did you do to prepare for training/what did you wish you had prepared? (consider that I'm a newly converted fixed wing guy)

9. Lastly I'll ask the inevitable; What have recent trainees received for bases/airframes?

Thanks for any help you are able to provide.

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If you’re out west and just need a job to get some pt121 time before heading to the legacies then I’d just go to Skywest. If you’re already worried about how pilot rule books work, you ain’t going to like being at a startup. They’re always tweaking things operationally to adapt to new flying. Id focus on getting through training, fly lots of IFR approaches and get used to flying with an FMS. Breeze is great if you live in base, not so great if you commute, at least for now. They’re working on it. That’s pretty much it.

But but I thought daddy David said he would give us everything a legacy has!!! Minus pay, Retirement, and work rules! But but but

Every airline venture he has been involved in was funded on the backs of the employees via substandard pay and work rules. Expecting anything different at Breeze is a fool's errand.

But it’s a start up 🤡

We have no quality of Life here! For a commuter it is terrible. Now we found out most of our Airbus engines will need to be overhauled next year and we also had a failed engine on departure a few days ago.

[QUOTE=sailingfun;3738923]
That’s the whole airline industry. Not sure how you expect them to pay Delta A220 rates out of the gate. Delta was just at 240 a hour for the A220 right before their latest contract. Considering current pay it’s a miracle we have what we have now. As soon as Southwest, Allegiant, Frontier get their new contract we would be at bottom pay again.

[QUOTE=bluespoon;3738990]just our pay is $124 an hour less than a narrowbody legacy. Sure you can point out we aren’t a legacy. But when you think about the millions lost on the 401k, you have to consider that we are more like 200-250 per hour less paid than the legacies. Anyone under 50 that is not walking, but running, is crazy. Skeletons in closet or seriously minuscule opinion of their worth