MarkThyme

Funny thing is you can find people on these very forums saying pretty much that exact thing about their own airline, including legacies and cargo carriers, so I'm not sure this assessment is all that helpful.

One size does not fit all.

The fact is that the OP has a decent shot at moving to a better job before the 10-year flow to AA. If Southern is a better fit in the meantime for whatever reason, so be it.

CaptDave

Axe vs ask. Tis the question.

goinaround

Maybe if you lived near CVG I could see an argument. But he insinuated that he did not like commuting. Commuting to a non home-based ACMI sucks.

filejw

Mike

The biggest issue with the Souther 737 operation is the lack of flying time doing the night fright hub and spoke thing. I think they fly 300 hrs a year if they want 3500 hours for a Capt thats 3 years and to get say 1000 hrs PIC is another 3 years. I'm sure even at your commuter things will move faster than that.

mike sierra

Thanks for your answer..that's the information I was looking for to help me


Also appreciate everyone that took their time to answer me

DC8DRIVER

Despite the fact that you have obviously already applied to Atlas, the Atlas boosters seem to want you to apply again!! So, some of the replies you'll get pay as much attention to the reality at Atlas as they do to your initial request. This just goes to show you that people can say just about anything on these pages regardless of the truth.

The reality is that there will be no contract for several more years. The company and the union don't even have a framework agreement for the timeline for negotiating a contract, let alone any idea of how long the negotiations would take after they finally establish a schedule and begin negotiations.

As for growth, the seniority lists are not merged and will not be merged until the contract is signed, so the growth rate will absolutely NOT be in the hundreds. The latest Southern seniority list shows a growth of about 30 pilots in 2017 and 55 pilots in 2018. A clue about Southern as a destination would be that over 90% of the movement on the southern list comes from attrition rather than retirements.

Also, since the lists remain separate, you can't just jump from 73 to 74 to 76. You'd be stuck on the Southern list on the 73 or the 77 if you hold out for that.

As for the flying, the 737 flies out from the hub at between 3 - 6 am. You'll do one or two short legs to a daytime layover and then return to the hub around midnight. This is when you'll discover the indescribable joy of quality hub time with a 3 - 5 layover in the hub with all the other walking dead vying for one of the hand full of bunks or lounge chairs. Then you get to try to amp your eyeballs back open long enough to fly a leg or two into the dawn to yet another daytime layover.

It's heaven on Earth. C'mon on over.

Oh and BTW, I'll assume that you've already seen the pay rates and realize that there'll be no pay raise for the first THREE years ... It's all there in black and white for you to see .

Reactivity

Commuting to a non-home-based anything - ACMI or otherwise - is no picnic.

JonnyKnoxville

First Year Gross Pay (Before Deductions) - $45,881
Second Year Gross Pay (Before Deductions) - $59,222
Third Year Gross Pay (Before Deductions) - $59,557

Pulling all-nighters 17 nights a month while only building 200 hours of flight time a year, priceless.

TiredSoul

Refreshing to see that some useful information did make it through the noise filter.

Asiabound

ACMI is tough, make sure you're ready for it. Hub turns suck, they really do.

I wouldn't be too worried about flying a 737 vs. RJ. I'd focus on getting somewhere that puts in the left seat quickly. That route used to be okay because the upgrade was quick, then Atlas bought them and the upgrades slowed down.

My bet is about a year on you will have buyers remorse. 737 vs RJ SIC won't make much of a difference on your resume unless you want to work overseas. Having a purchased ticket to work is nice for sure, but the schedule will be MUCH worse.