I said I was not pointing you out on it. I am targeting everyone in this industry who shows elitism, pointing out how baseless it is. Sure, everyone has their moments when they show elitism, just some live by it.

 

Can you afford to live on Mesa 1st year pay? If so, then come here, if not go to piedmont.

That's how I look at it. With Piedmont getting AE's 145s, some sort of flow (the details sound a tad confusing) and the extra $, doesn't sound like a bad place to be.

We're going to get more planes here, it's beyond obvious in the company corporate calls. Slow and steady growth. Continued quick (as you want) time from hire to upgrade. Most junior CA was a Fall 2014 hire. I don't even think we've started upgrading for the 900s that come this fall....

But, our first year pay is atrocious, expect to take home $700-800 small check and $800-$1100 on the big check first year, that's if you opt OUT of Mesa's insurance.......

 

Actually it does... Piedmont's agreement with American is flowing all pilots (unless they bypass), in seniority order to mainline... no interview, no catches unless of course they fail training, in which case they return to Piedmont ... they simply give them a class date once it's their turn. There is no language in the agreement that allows American to deny any Piedmont pilot the flow, regardless of things like jet time or college degrees. Now PSA, on the other hand, has preferential interviews.. so those guys could be denied based on something like lacking a college degree, if American chose to do so.

 

How many pilots flow per class at AA? How long would it take a pilot hired today to flow? Curious for my own knowledge but not curious enough to go sift through the other airlines' threads. ha

 

I'd love to hear the details as well. I can't imagine these flow programs being worth much more than the paper they are written on.

I personally know a guy with a skeleton in his closet who was turned down by Mesa and hired at PDT. So...does everyone get to flow regardless of their individual circumstances?

 

Don't have the patience to read the whole thread and sift through the bickering, so I'm doing an info request post. Currently at XE, overall a good place to work, but shrinking rapidly with no light at the end of the tunnel. Looking to stay based in Texas, happy with either DFW or IAH. Looking to possibly jump to Mesa soon, have some of the usual questions.

1. Training footprint. How long from indoc through the type ride? Locations? Single occupancy during training in in the hotel? How much is training pay?
2. Reserve rules and reroutes for lineholders. Having worked at 2 separate 121 carriers so far, how does the company handle reassignments during trips? ACARS notifications, calls, etc? Limits on Ready Reserve usage? Call out time for Short Call?
3. Health insurance. Have heard that the Mesa insurance is $$$ compared to others. I'm only interested in the rate for one person, no family to worry about. What is the monthly rate for the top plan for the employee only?
4. Trip construction. For either type, what do the trips usually look like? Typical 4-days? More, less? Good credit? CX pay? Duty or trip rigs? Do you typically see crossover between the United and AA operations on the CRJ?

Looking at possibly making Mesa my 3rd airline. Would have made it my 2nd a year ago but was gun-shy on chasing the "quick upgrade." In hindsight that was a mistake. I'd be a CA in DFW right now if I'd chosen YV over XE. As it is, I'm gonna be on reserve here until the end of the decade, and I'll be lucky if I can do that in Texas. YV gets me a better schedule immediately, and a big pay raise from an upgrade without too much more waiting. Been in 121 for 6 years now, could legally have upgraded years ago, and do feel that I am finally ready for that responsibility. But before I pull the trigger, I'd like to get some mature and serious input from pilots already there.

 

Seriously?! That is atrocious!

 

So I guess we're doing DFW-SJC now. That's gotta be our longest flight. 1250 nm. I think is blocked at 4 hours. Those poor passengers on a CRJ that long lol.

 

I can answer some of these for the IAH/EJET side:

1. About 2 1/2 to 3 months. Indoc and systems in PHX. Sim in DFW, maybe STL if you are in the sim before the end of July, otherwise just DFW. Single occupancy hotel until end of IOE. Training pay is min guarantee at first year pay. No per diem until IOE.

2. 2 short call reserve shifts (0400-1600 and 1200-2400), 90 minute callout. 2 Ready Reserve (airport) shifts, 8 hours. Ready reserve is bid for, and if no takers then junior assigned. No long call currently. Min days off 11 and you will not get any more than that on reserve. You have to work a min of 3 days on, max of 6 in between days off. Lineholders can be reassigned within the original pairing footprint, anything outside the footprint gets premium pay. Historically the company has used a plethora of ways to get people notified of reassignments. I've spent 90% of my time here on reserve or off the roster, so I just answer the phone. I have not been reassigned as a line holder so someone else will have to chime in on current practice for that.

3. Someone else will have to answer, I don't have the exact number in front of me.

4. EJET has 1-4 day trips. Lines average around 80 hours I would say but I have seen them from 76 up to 97. Average days off for line holder is around 14, but again it ranges from 11 to 17 or so. Credit value is better than the American side in DFW. Most of my 4 day trips have been over 20 hours. I've seen one or two pairings at 25 hours. No rigs at all. Line guarantee. No leg by leg cancellation pay so you lose any overblock if stuff cancels.

 

turned down? As in, failed the interview?? As in, failed the phone interview?!?!?!


How is that even possible?!?