Mesa 3.0
04-27-2018, 05:15 AM
#5771
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Joined APC: Aug 2016
Position: Relaxed
Posts: 6,957
Originally Posted by No Land 3
Wait... What business does a CFI have, going straight to a major? That’s a sick joke on the rest of the industry, even if it’s only 10.
04-27-2018, 06:00 AM
#5772
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Joined APC: May 2017
Posts: 2,145
Originally Posted by TransWorld
Isn’t that what took place before the existence of the regionals? Many hires were exMilitary, but the rest were CFI directly to the majors. This was true frequently pre Vietnam military influx.
04-27-2018, 06:48 AM
#5773
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Joined APC: Sep 2014
Posts: 317
Originally Posted by PhantomHawk
We here in the US are getting screwed, and who's doing it. ALPA.
04-27-2018, 06:55 AM
#5774
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Joined APC: Sep 2014
Posts: 317
Originally Posted by calmwinds
United HR. They can lie. I could have misunderstood them. I thought you had facts.
And, I don’t think United limits their options at all. They take pilots where they can get them.
What I do know is that very, very few
pilots come out of non-CPP partners. For example, SkyWest publishes where their pilots go and only 1% go to United.
And, I don’t think United limits their options at all. They take pilots where they can get them.
What I do know is that very, very few
pilots come out of non-CPP partners. For example, SkyWest publishes where their pilots go and only 1% go to United.
04-27-2018, 07:42 AM
#5775
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Joined APC: May 2017
Posts: 2,145
Originally Posted by flyguy727
He is partially correct. United does get 25% their pilot's from XJT, it's part of their agreement. My buddy over there is on the list, just waiting for his number to come up.
Given that United is doling these CPP’s out, they are looking for pilots.
04-27-2018, 07:56 AM
#5776
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Joined APC: Sep 2014
Posts: 317
Originally Posted by calmwinds
Each of these CPP’s come with an agreement for a % of hires. There is a reason why Mesa’s agreement isn’t finalized and rolled out. I have a friend who has been at Xjet for 9 years waiting for his CPP number to come up.
Given that United is doling these CPP’s out, they are looking for pilots.
Given that United is doling these CPP’s out, they are looking for pilots.
About the best option, is to go to a regional that is own by a major and wait for the flow. But even then, it's a 6 year wait. Now that I think about, there are no better option. That is, if you want to fly for an airline.
04-27-2018, 08:01 AM
#5777
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Joined APC: May 2017
Posts: 2,145
Originally Posted by flyguy727
Yeah that CCP stuff that doesn't work. Even with a set percentage from each regional, the flow into United will be slow.
About the best option, is to go to a regional that is own by a major and wait for the flow. But even then, it's a 6 year wait. Now that I think about, there are no better option. That is, if you want to fly for an airline.
About the best option, is to go to a regional that is own by a major and wait for the flow. But even then, it's a 6 year wait. Now that I think about, there are no better option. That is, if you want to fly for an airline.
There is a reason your seniority number goes up 20 to 30 pilots every month that isn’t just pilots jumping ship to another regional. Now, I do know 16 year Mesa pilots who go to AA’s regionals for the flow. Even still, it takes a long time once you are there.
If a pilot can get on at Endeavor or a AA regional, and can stomach the commute to NYC area, they should go there.
04-28-2018, 06:20 AM
#5778
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Joined APC: Aug 2016
Position: Relaxed
Posts: 6,957
Originally Posted by calmwinds
That isn’t the way I remember it. You were a CFI until you scrapped together 1,200 hours. Then, you were part 135 until you had the hours to be hired. You flew checks or other cargo until a 135 passenger operation hired you, then you flew turbo props or jets. Then, after you built 4,000 to 5,000 hours, the majors hired you.
Going way back to the 1930s (before my time), DC-3s were the new aircraft and only the airlines were flying them. Air cargo did not exist. Bob Buck, former chief pilot of TWA was hired directly by the airline into the right seat of a DC-2.
Last edited by TransWorld; 04-28-2018 at 06:31 AM.
04-28-2018, 07:34 AM
#5779
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Joined APC: May 2017
Posts: 2,145
Originally Posted by TransWorld
I may be going back before your time. This was how it was in the 1950s and the first part of the 1960s. Everyone was flying piston. Then Boeing introduced the 707 and they were first used by the passenger airlines. Still, I remember the Connies were used for a lot of flights well into the 1960s.
Going way back to the 1930s (before my time), DC-3s were the new aircraft and only the airlines were flying them. Air cargo did not exist. Bob Buck, former chief pilot of TWA was hired directly by the airline into the right seat of a DC-2.
Going way back to the 1930s (before my time), DC-3s were the new aircraft and only the airlines were flying them. Air cargo did not exist. Bob Buck, former chief pilot of TWA was hired directly by the airline into the right seat of a DC-2.
04-28-2018, 12:55 PM
#5780
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Joined APC: Aug 2016
Position: Relaxed
Posts: 6,957
Originally Posted by calmwinds
Yep, you are going back before my time. I thought the post office was the pioneers of air cargo in the early 1920’s.
As airmail ramped up, and other cargo was carried, it was carried all pretty much in the belly of the passenger planes in the 1950s. FedEx, the breakthrough in air cargo was not founded until 1971.
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