...need help listing for spirit, anyone know the code to enter, if so, please pm. I need to list for a flight to Lga. i browsed through the JS reciprocal agreement and didn't find anything there or I may have possibly missed it


thanks

NKLIST14

Filler.

^^^thanks................

Got the E175 since it was all they offered in class today. It should be a cake walk from now on.

From now on ?

Since you sound so confident and definitive, could you expand on how long this cake walk will last and what path it will take ?

With arrogance like that, don't expect your "cake walk" to last long. Just sayin.

He's probably talking about the same cake walk you used to walk right into new hire training at AA.

That fluffy dessert stroll took a decade. If he's realistic, he will accept a similar timeline despite the sugary claims of the frosting mixers here and elsewhere. If he (or others) consume too much of that frosting, I think he'll flop over into a diabetic coma long before that.

Too much frosting is unhealthy. ;)

He is trolling you. He isn't in the NH class for the 175.

Can someone who works at Endeavor confirm their are over nights in Philadelphia and if so how many? Same question for Jacksonville, Tampa, Ft Lauderdale and Melbourne

Thanks

I am considering leaving a higher paying job in pt 135 fractional to come to Envoy. Can people who work at Envoy help with:
How likely is a2.5 yr upgrade and 5/6 year flow?
Average number of days on or off per month for a line holder?
Why Envoy over PSA, Endeavor or any other regional?
Are there real pay raises coming soon, not a bonus, which can be removed?
Average number of legs per day flown?
Average duty day?
Average rest hours off per night?
What hotels d you stay in?
Basically would you come to Envoy, stay at fractional with higher pay or go to a different regional? Goal is to get to a legacy/major, but not much 121 time.
Anything else you might find helpful?

Thank you much for the help

Filler see above in red

Perhaps, but 11 were. Those new Charlie Bucket's have a significant probability of facing nearly as long a wait as I did, so if one wants to characterize that as a "cakewalk", so be it. But from what Envoy sounds like now, I agree in some respects my decade long wait WAS a cake walk as tolerating the present Envoy from its description by those who work there now would IMO be anything BUT a cakewalk and closer to a nightmare. I simply cannot imagine a near decade long sentence in that environment.

The pilots who didn't accept the non E-175 class a couple of weeks ago and presumably now did also have a significant possibility of being subject to that which occurs at airlines all the time, that being stagnation and even possible displacement. Although they really lost no seniority rejecting the past class as only 1 did show in that class they rejected, as Envoy shrinks and CRJ's are transferred and EMB's parked, if attrition becomes unbalanced in the remaining fleets, there will be more senior CRJ/EMB pilots bumping back to DFW E-175 making them long-term DFW RSV pilots and if another base like ORD is added to E-175, then possible displacement to ORD even on reserve. Then, they'll be right back in the position they rejected Envoy for in the first place, that being a DFW E-175 slot and the belief in a smooth "cakewalk" quickly obtaining and more importantly holding a line there. Theoretically, if the fleet/domiciles become unbalanced, they could be displaced out of DFW E-175 to ORD EMB.

I hope the recent and future Charlie Bucket's there are being realistic about the potential potholes of coming to Envoy considering its likelihood of contraction due to having higher attrition then attraction as even without that, the regional industry isn't for the faint of heart and there are really no cakewalks in it for the forseeable future if you ask me. Envoy especially, is at a greater risk for instability in status (aircraft/domicile) considering it's strong likelihood of being a shrinking carrier making QWL there very fluid.

Eaglefly every regional is facing a future of term oil. Noone knows what the future holds for any. Everyone just needs to build their time and work on to better places. We offer a paycheck on par and average qol. The flow moves as it moves and is a nice back up plan. We get some more bases and match endevour and this would be a better selection to pay your dues if we have a base where you live.

The "turmoil" you describe is a far cry from life at the previous American Eagle. I guess many of you are simply used to it now, but from fresh eyes outside of it, the industry is far more awful then it used to be (intolerable IMO) and Envoy bears no resemblance to the Eagle of 5-8 years ago. None. Your points above do not guarantee stagnation and/or displacement even with another base. Envoy could really only have a chance at one more base, that being MIA and for those in DFW, getting displaced there would be a miserable existence commuting to RSV and likely would only exacerbate attrition from DFW locals who though they'd have a "cakewalk" because some promised them they would. The things Envoy needs to do to prevent contraction are unlikely to be realized as there are simply too many. Adding a base, raising pay and a multitude of other improvements are all massive changes that I don't see happening, at least not enough of them to bring in 35-40 pilots each and every month for the next 5-6 years for today's Bucketeer's to truly have the cakewalk some have promised.

Again, my point is that any pilot going anywhere should not be surprised if their assumptions don't pan out and things change. If there is one common thread running through the regional industry, especially now and MORE especially in the future, it will be "change" and they will have to learn to roll with those changes. The junior cadre on the E-175 in DFW is little different from the airline hopping pilots of 10 years ago who jumped ship for a street captain slot, only to be subsequently displaced to F/O after arriving at that airline months later (or even a year or so). The only difference is pilots are carrier-hopping for different reasons, that being not the seat, but the aircraft and/or domicile. The environment is the same and yet it's now on steroids as the industry goes deeper into the crisis, changes will happen faster, especially because the industry itself hasn't yet come to terms with how they themselves have caused it and appear to be kicking the can until the bill can no longer be delayed.

Someone besides me admits your own union said they need 40ish hires per month for the upgrade/flow to work. The latest union estimate was upgrade in 3.5 years but that if the company didn't immediately do something then 4.5 years or more.

So E175s' sims in St.Louis? YGTBSM.

Why does it matter? You're getting paid.

Im guessing they will provide hotel etc? Cant wait to start sim though. Today was kinda boring I felt asleep several times!

Yes they provide hotels for you during training. After your week of indoc, you're going home for probably a month (with pay) before you come back and start the process of the 175 type rating. 3 days of emergency procedures training, then home again for ~10 days for CBTs, then back to DFW for ground school, then up to STL for Level D sims. In case you were wondering, the sims are the big chokepoint in the training pipeline. They only have the space available for 6 new-hires every two weeks. You'll be paired with a CA who's getting their 175 type as your sim partner. I'm in the 4/25 class and I've got a total of 6 weeks off with pay before I come back and resume training. There's another group that's two weeks behind mine, then the first group of your class should be next up. Don't expect to see a sim before July.

Wouldn't mind the time off. Time to travel!

Thanks

Call in sick and go do your traveling.

Any idea if new classes are going to Dfw or Ord ? Interviewing soon and looking for ORD.

They want people to take ORD, so yes, you can easily get it. They would be happy to give it to you since most people want only DFW 175.

They let you choose your base and sometimes the equipment too.

Can any of you tell me why ORD is not popular?

I think both dfw and ord are not popular

Many other regionals pay better and have quicker upgrade times. Envoy has issues when it comes to getting new hires to accept ORD for these reasons. We are generally a strong recruiter in Dallas for well qualified pilots but struggle attracting pilots anywhere outside Texas.

ORD is more expensive to live near the the airport. Overall living expenses are higher. And snow. Lots of snow.

DFW is cheaper overall, has some cold weather and when it gets icy you stay home.

I am only considering envoy for ORD just because I live 10 minutes away from the field . Does it look like ORD will be a base for some time? Trying to decide going with an ORD base or taking a fairly easy commute with higher pay and upgrade times .

Hard to say never with anything in this business, but I don't think anyone here has any reason to believe ORD would go away any time soon. ORD and DFW have been our largest 2 bases for a long time. The bases that closed were all much smaller. More than likely the other half of the 175's will be going to ORD next year. Unless there is a miracle and we get MIA back as a base again.

Don't know. Chicago is an amazing fun city to live in. Far better than DFW area with nothing but endless chain restaurants, strip malls, and cookie cutter suburbia neighborhoods. IMO. Yeah it gets cold in ORD, but so does Dallas with their miserable ice storms, it just not cold nearly as long. ORD is more expensive in general but its a better city in just about every aspect other than cheaper housing. DFW has historically been very senior compared to ORD as well, except for lately the 175 is thrown that off. For the other fleets DFW is still way more senior.

DFW area maybe better if you have a family full of kids and a tight budget, but for a single person, ORD easily wins.

Time to hold a line on the 145 in ORD is down to 5 months. I'm bidding 70% in base and can hold a line with 15 days off. Not much credit, but with 200% OT you can make it up, if you choose.

ORD is where the QOL is for junior guys on the 145. DFW was a miserable slog for me. ORD is much better, even with a longer commute.


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Any idea what equipment a new hire bidding ORD might get right now/in the coming weeks? Lots of discussion about the DFW 175 and such on here, but as I'll probably be one of the few bidding ORD it sounds like, I'm just curious if there are there pros and cons to the 145 vs. 700 for a new guy? Are there more turns per trip in the 145, and does this make a big difference to you guys? Is reserve time comparable on the two aircraft -- just read above that 145 is five months.. similar for 700?

To be clear -- I'm happy to be coming aboard, no matter what I fly, just trying to get a feel for things.

CRJ have longer flights, but overnights are usually on the same place. The e-145 have more legs but more variety of overnights and more places to go. You will be used more in the 145 than in the CRJ while on RSV. I usually fly 8 to 10 legs in 4 day, in the 145 you could fly 12+ flights. I've flown only 5 legs in one sequence in the last 12 months.

CRJ is better plane, E-145 is better jet to learn. The E-145 can fly slow, easier to slow down and land. The CRJ wants to go fast, doesn't want to slow down and land is more trickier.

I've flown both, I'm glad I started in the 145. Also as we keep upgrading the CRJ list should move faster.

I appreciate it -- that's very helpful, thanks!

They have been putting people in both, EMJ and CRJ. You could probably ask for one or the other to be honest. They would be glad to have someone not with a hard on for the 175 I would imagine.

I'm not sure the reserve time ORD CRJ FO, an ORD FO on here will have to pull a 3XP or 3BR and check where the junior line holder sits, I can't look at that code from my status. I just looked at the reserve list but it's hard to tell because a lot of the senior FO's on there are bidding reserve intentionally.

Having flown both the CRJ and thousands of hours in the EMB145. The CRJ 700 wins hands down in being a better airplane. It's much nicer to fly, quieter, more comfortable, way better performance, faster, higher, way better climb rate than the EMB, better radar, way better FMS, nicer in the back for passengers with a first class section, so you can get meals sometimes, just feels like a real jet. I don't know anyone who has flown both that would prefer flying the 145 everything else being equal scheduling or base wise.

The 145 isn't bad, it's just the CRJ is kinda like a Ford Mustang, sportier, has some power and a nicer cockpit, looks nicer, can be a little finicky at times. Where the 145 is like a Ford Focus, cheap, reliable, not much performance, basic minimal simple cockpit, but gets the job done. The 145 is a great transition aircraft for someone coming from a GA background though. The CRJ has a steeper learning curve.

The 145 is easier to fly, much easier to land, very forgiving with slow speeds and last minute high rate decents. It flies to more smaller uncontrolled places which can be funner and more challenging at times. It Generally does more legs per day and shorter distance flights but not always. Some people like more short hops, some people like a couple long legs a day. Just depends on the person. EMB is also a much bigger fleet so their is more scheduling variety, more options, more destinations.

So hard to say. Both have benefits. Me, I would take the CRJ though. I really liked flying it.

Give me the 145 any day of the week. I flew both airplanes and I would pick the 145 no questions asked.

His description is spot on but I would add a couple more. The heating in the CRJ is terrible. It sucks really bad when you have to preflight in the snow when it's below zero and the wind is 30knots. Also, the location of the PTT button is in a really awkward position on the CRJ.