United CPP comes to Mesa
03-22-2018 | 07:40 PM
#51
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Joined: Nov 2015
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From: Freight 75/76 FO
I hope you are right, but I expect United to require the CRJ pilot to be based at IAD.
All one has to do is ask XJT about the program to see how one works. The closer someone comes to qualifying for the interview, the more likely they are to stay if they want to fly for United.
The 4 year degree requirement already knocks out a lot of Mesa pilots.
All one has to do is ask XJT about the program to see how one works. The closer someone comes to qualifying for the interview, the more likely they are to stay if they want to fly for United.
The 4 year degree requirement already knocks out a lot of Mesa pilots.
03-22-2018 | 10:06 PM
#52
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Difficult, DFW, PHX and SDF pilots can be deadheaded to IAD to cover United flights. It would not be fair for them to be excluded from the program. Besides, I can't see how it would work... will the AA bases (except for the lifers and whatnot) become junior all of the sudden while everyone fights for IAD? The need to figure that out...
So, maybe, the 121 hours are those flown on the UAX branded planes or routes? That would be pretty easy for Mesa to figure out.
By the way, XJT doesn’t have this problem. Their American system pilots are exclusively on the CRJ and excluded. It will be interesting seeing how the agreement sorts this out.
03-23-2018 | 03:50 AM
#53
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Absolutely none of us at United care if you have “suffered” at Mesa and feel you deserve to come here without meeting a pretty basic requirement for a career opportunity that wasnt earned, rather lucked into because United and Mesa can’t staff the operation without dangling this carrot.
To the good guys at Mesa that understand how fortunate they are to have this opportunity, I wish you all good luck in the interview and hope to see you on property soon.
Thanks for the information. Can’t wait for the extreme gift of getting a interview after flying their passengers for 6+ years. Preaching to us about earning a job while you all are hiring CFI’s. Not all of us want to work for the dumpster fire that is united.
03-23-2018 | 05:25 AM
#55
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Joined: Jul 2007
Posts: 590
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From: B777
I am mentoring/helping a few CRJ Capt's as we speak....one was told recently at a job fair that is 7000 TT and 2000 PIC 121 was on the high side and they prefer more along the lines around 3000TT
Puzzle Palace never fails to amaze me....
03-23-2018 | 05:34 AM
#56
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Joined: Feb 2016
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Agreed, my friend! Ask any XJT pilot what the success rate of their CPP is. Not the tripe that the company and the union feed you, but the actual numbers. It's abysmal. Not to mention if you're one of the ones who actually makes it into the program, you're under a microscope until the day you start at UAL, which could take who knows how long, since their hiring projections are figured out by chimps hurling feces at a wall in the Denver zoo.
03-23-2018 | 05:47 AM
#57
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So what you’re saying is when I transfer my logbooks to an electronic format, I should conveniently omit about 1000 hrs of my dual given skyhawk time???
03-23-2018 | 07:43 AM
#58
Number Last
Joined: Sep 2017
Posts: 442
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From: Boeing voice activated systems and ACARS commander
Attitude and outlook on life can represent quite a challenge for some applicants ... Regardless of where they apply. Just saying.
03-23-2018 | 09:23 AM
#59
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That’s why southwest is a better company. You can’t determine good candidates with a stupid hogan test or by some hr guy/gal who isn’t a pilot. Pilot referals used to actually mean something. So many great guys/gals have been passed up and southwest has immediately picked them up. When almost half the flying is outsourced.... offering a “interview” after so many years at the sweat shop is laughable and one of the worst carrots in this industry.
03-23-2018 | 11:39 AM
#60
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Joined: Jul 2013
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But sometimes the rep/'recruiter" at the job fair is a little out of touch so to speak.
2016 stats;
Average TT 55XX
Average PIC 29XX
Average Turbine 48XX
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