I personally think our mx is pretty bad right now. A few examples. A mechanic tried to tell me it was legal to fly with an expired MEL. Said that as long as I was airborne it was legal, like it was a fact. Another instance a guy walked away after replacing and item with all the circuit breakers still pulled. Another tried to get me to accept an ac with 7 resets of a flight control computer. I could go on and on.

 

I’m not saying you are lying. But I honestly havent had any problems like what you’ve described. I’ve been a line holder for years, and I can’t think of one issue even close to what you have gone through. Anybody else want to chime in?

 

Had a National FAA inspector on my plane today. I was told We have less than 1 mechanic per airframe....... industry average is 2.5 - 3.5..........
Indigo will NOT staff this place reasonably

 

I’ve seen more MEL stickers lately than I have in a long time. Well, ever actually.

 

When you’re on reserve you see it... ferrying and repoing mx aircraft in the middle of the night... we had an fr in dfw and the mechanic pulled the wrong breakers so we had to do a reset for the reset... mx used to be really good here... to say it’s allegiant like is a stretch but it’s not as good as when I first started

 

Not good. This needs to be fixed.

 

Good because I’m not lying and I’ve been a line holder for 12 years. About a month ago called mx, got a contract guy that didn’t know what a radnav was. My next question was, this is f9 mx correct?

 

THe only reason we don’t have issues like alligaint are due to the fact we’re flying newer planes.

 

Have you been flying line in past year or so? Do you pay attention to what is going on while you're are work? The mx has become an issue. And we can all thank ourselves (pilot group) for taking the time to actually put safety first to catch a lot of things.

And yes one day recently we had to show a nice contract guy at an outstation what a MCDU was. All this while I watch SOC hassling the Ca to go.

 

Hey all, I was hoping to get some advice:

I’m a separating military guy who has an interview invite for Frontier in May. I also have a training date for SkyWest shortly thereafter. Seeing as neither is my destination airline, I kind of see four options, and would appreciate any perspective from Frontier folks:

Assuming I get an F9 job offer, and assuming the training date would be sometime in July or August (from what I’ve seen on the forums) I could:

1. Disregard OO altogether and sit unemployed for 2-4 months waiting to start with F9.
2. Start training with OO and then give my 2 weeks’ notice when the first F9 training date comes up (I assume this would then show up on a PRIA report as did-not-complete-training)
3. Delay my F9 training date until I’m done with IOE at OO, and then give my notice.
4. Disregard F9 altogether and plug away at OO until I get called up to the big leagues.

It sounds like I’m going to be sitting on reserve a lot longer at F9 than at any regional. Also, slightly quicker upgrades at the regionals. That leads me to lean towards option 4. On the other hand, I’d hate to pass up F9 and then a month later learn that they pass a contract like Spirit did. What would ya’ll do if you were in my shoes?