OK...I was wondering what was being called a competitor.
I was thinking more long the lines of other operators running mainly a turbo-prop fleet like EAS or the likes; not the NJA, XOJet operators and such.

I think L3 is running 350's at about $200K a year if you can get a security clearance

I think you are right - but of course that sort of specialized job (and all that comes with it) wasn't what I was considering competitors either to WUP.

When I'm a recurrent an listening to the WUP guys; they seem to be pretty happy with the position. We can all find things that we wish were better, but considering how unhappy many seem to be, it is refreshing to see some appreciate the job even if they are continuing to look up the ladder for the career going forward.

It seems that many on this board specifically think that every job ought to be a final destination - in all thing aviation related. It just isn't that way and if you think that way then I can certainly see why some spend so much time angry at the 'system'. People often compare an aviation career to medicine and Law. Well...you don't step into a career destination job right out of training in those fields either.

For those at WUP. Continue to try and improve the situation for those coming behind you. Keep your eyes forward while you decide where you want your career to take you, but congrats on the work already done and here's hoping to continued success. :)

I’ve flown with a few guys who bailed from L3 to come to Gama.

I'm sure Wheels Up has a plan. The problem is nobody knows what it is. You stated that there is a big turnover right now, which if true would mean a reduction in compensation would be a suicide mission. More probable is that they are working behind the scenes to establish their own certificate or looking to aquire an existing King Air operator with the 350 already on their opspecs. Cut out the middle man (ie. Gama)
That's just pure speculation on my part, but either way those aircraft need to fly every day and a major disruption to the system would be detrimental to the bottom line, and any subsequent IPO.

While the person will remain nameless. A supervisor has stated personally to me “there is a retention problem” and it’s amongst the most needed of pilots. Captains and instructors. No mention of the SIC retention rate but, one can assume it is very difficult to attract 1500 hour pilot over a regional carrier offering top bonuses.

Well, how about they pay pilots better? It’s called arrogance! I know a guy who recently accepted a part 91 job as a Lear 60 Capt for $185K with a very good schedule. Another guy with a Gulfstream rating (relatively new type) just accepted a GIV/V FO position (Part 135) in the NE for $175K.

This is a pilots’ market if you have the time/ratings and if you know how to negotiate!!!!

The amount of jobs in the 250 to 300 plus range are increasing as they should in order to keep the people who might desire to make said amount at a major.

I believe that, hard to be in the desert for 200+ days a year!

A couple of questions.

So recently got a CJO from Gama, and I read through this thread, I'm wondering if there has been any significant changes at Gama that impact QOL.

All in all I've heard mostly good about Gama, but recently heard that hiring on as an FO you will wait a long time to upgrade to PIC even though you have the hours/quals (3500hrs?) to upgrade, 18 months was mentioned as fast to me, I just wanted to either verify this as maybe something that was happening, or even if it was still occurring?

To be fair, in the interview it was mentioned that at 1 year (3500hrs FW) I would do the upgrade and if the PIC check-ride/IOE was delayed I would still get paid as a PIC while waiting.

Also heard the IOE was backed up coming out of initial training, any insight to that?

Thanks in advance