Mesa 3.0
#561
Gets Weekends Off
Joined APC: Dec 2010
Posts: 977
Hey Mesa guys, the real Going Sterile clown is starting to sound really ****ing loony. He probably needs to be pulled off line and have a psychological evaluation before flying again. Look at his latest YouTube videos and the comments if you need more evidence. I'll pass along his name privately if someone PMs me. It would be terrible if he went Germanwings FO on a flight.
#562
Gets Weekends Off
Joined APC: Dec 2010
Posts: 977
#563
Line Holder
Joined APC: Mar 2015
Posts: 32
I'm with flaps' on this one. I was at Mesa for a year. Training is easy and the people on the line are fun to work with. But pay, bad hotels and even worse work rules are reason enough to stay away. I held out to fulfill my training contract. If you are young and not bound by location go to a regional that pays better and has the ability to hold a line quickly. There are plenty of choices out there but to take Mesa because they said yes first in the long term would not be the best move.
#564
Gets Weekends Off
Joined APC: Mar 2011
Position: 737 FO
Posts: 2,485
I have an interview tomorrow morning and looking at a class date of October 13th if I get an offer. I would appreciate any constructive information regarding the training process as this is my first 121 job and I've been away from flying professionally for a while. Also, I was told by a recruiter that I have a choice between the E-Jet and the CRJ. my ultimate goal is to get assigned the Phoenix base which I understand is senior so if I pick the CRJ what are my chances of getting DFW versus IAD flying the 700's? Finally, can anyone confirm the information I was given that reserve time is 1-3 months?
Thanks for your time!
Thanks for your time!
#565
Why on earth for all that is holy would you ever go to Mesa? You could get PHX sooner at SkyWest and start at a rate almost as high as the top FO rate at Mesa. Let alone have a 4:12 minimum day guarantee, profit sharing, performance bonuses, insurance you can afford, hotels that won't make you ill........I could go on all day.
#566
It's strange, even at Mesa the difference between flying the AA and United systems is like night and day.
#567
Gets Weekends Off
Joined APC: Mar 2011
Position: 737 FO
Posts: 2,485
#568
Yeah, AA side is pretty inefficient. 16 hour 4-days, 1-leg days, stuff like that. Supposedly the Ejet schedules out of IAH are glorious, but even the CRJ ops out of Dulles are a big improvement over what AA gives us.
Supposedly it's a combination of factors including shorter flight lengths, AA's disdain for overnighting aircraft in base, an unwillingness to adjust anything, and letting their marketing department determine schedules above all else. It also doesn't help to have two or more regionals splitting the scraps in one base, versus letting each regional have its own base exclusively and using all the flying therein to make efficient and productive schedules.
Supposedly it's a combination of factors including shorter flight lengths, AA's disdain for overnighting aircraft in base, an unwillingness to adjust anything, and letting their marketing department determine schedules above all else. It also doesn't help to have two or more regionals splitting the scraps in one base, versus letting each regional have its own base exclusively and using all the flying therein to make efficient and productive schedules.
#569
Gets Weekends Off
Joined APC: Jun 2015
Posts: 1,107
Mesa 3.0
Might be better off at SKW, with as long as it takes to get Phx at Mesa. Fwiw an FO just quit Mesa, went to SKW, and they paid off his training contract, plus he got a signing bonus, and his starting pay is higher than year 2 Mesa pay. I think he had a shorter initial course as well since he went crj to crj.
Or even CPZ and commute to LAX from PHX
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#570
Gets Weekends Off
Joined APC: Dec 2010
Posts: 977
Yeah, AA side is pretty inefficient. 16 hour 4-days, 1-leg days, stuff like that. Supposedly the Ejet schedules out of IAH are glorious, but even the CRJ ops out of Dulles are a big improvement over what AA gives us.
Supposedly it's a combination of factors including shorter flight lengths, AA's disdain for overnighting aircraft in base, an unwillingness to adjust anything, and letting their marketing department determine schedules above all else. It also doesn't help to have two or more regionals splitting the scraps in one base, versus letting each regional have its own base exclusively and using all the flying therein to make efficient and productive schedules.
Supposedly it's a combination of factors including shorter flight lengths, AA's disdain for overnighting aircraft in base, an unwillingness to adjust anything, and letting their marketing department determine schedules above all else. It also doesn't help to have two or more regionals splitting the scraps in one base, versus letting each regional have its own base exclusively and using all the flying therein to make efficient and productive schedules.
American's model appears to be a much more rigid "match capacity to demand" model, with much less weight given to how specific aircraft types (50/70/76/mainline airframes) can squeeze more ancillary revenue out of a "less than full" aircraft.
Disclaimer: I'm just an average line pilot--these are just anecdotal observations based on my experiences with both systems. I could be 100% wrong, but it is interesting to contemplate the obvious differences in equipment-allocation philosophy between the majors--all I know definitively is that AA uses 76-seaters with a much, much different philosophy than United...that is a verifiable fact.
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