Mesaba TT 600?
 

Just sent my stuff in with 760/500. Is this really going to be enough right now?

Well, I'll tell you what happened to my class...

Mesaba is hiring into Colgan aircraft (or were, at least). They lowered their mins without informing Colgan (bad communication is a running theme here). So when my class showed up there were a few guys with less than 1000 TT or less than 100 multi. There were guys who got put in the Q who were then pulled and put into the Saab because they didn't meet the insurance mins of 1000/100. So basically, your multi is fine, but unless something has changed in the last two weeks, your total time will restrict you to the Saab. The highest time guy in my class was like mid 4000s, lowest was 900 and change. I was below the class average with 1150/120, but I got put in the Q because at the last minute I was given the spot of a guy with like 1400/80. I don't really think either side has any idea what the other is doing so things might be a bit confusing or chaotic in the near future until the integration gets ironed out.

Well mins are posted for a reason. IF you meet them, send it in. I'm not sure whats enough or not enough right now. Good luck!

Not really. PNCL rings a bell...

Life happens to those who show up (or a resumé in their stead). Mins are always flexible.

Please explain

Any idea how long the response from app turn in is?

I put in two weeks ago with 777 / 118 haven't heard anything..

Guys, there's a ton of Apps that have been sent in. They'll sift through it and contact those they want for an interview. Usually takes about a month before you hear anything back. Good luck

Mins 1000/200. Yet they'll take graduates of a certain college with 350TT.

Their website shows 600/50 take it for what it's worth.

Actually, it's 250, and Mesaba has/will hire at far less the aforementioned mins. All 3 companies cannot fill classes right now.

For the Saab? As far as I know we are staffed on the Q up north and soon to be down south as well.

I think that minimums continue to go down across the board... I'm wondering if it comes down to something like 400TT with just an ME ticket or as little as 25ME... anyone else with any opinion regarding this?

Anyone who's ben in aviation long enough, knows that It is cyclic, it is all supply & demand....... I have personally witnessed two up's & 2 down cycles, this one will be a 3rd up cycle...
There are a lot of people here, who may have seen more of these ......

Just a few yrs ago, 300-400 TT was OK to get picked up a regional...

Then came the down time & 1500 TT also was less, because 2000+TT people were applying......

Now, from what I read, minimums are dropping again, only possible reason I can reason is they can't get enough people to apply or to qualify.....

So only solution will be to either lower the minimums or lower the standards......

Well, the regionals COULD just raise wages, work rules and QOL in order to draw more qualified pilots and encourage pilots to stay longer...on second thought.....:rolleyes:

i wish that was the case... and i know the argument is "well there will continue to be low wages until people stop wanting to work for it" which i COMPELTELY agree with and i know that i will be part of the problem. BUT, if i want to advance in my career what do i do? Its either 121 or corporate, and even corporate is REALLY hard to get into without a whole lot of multi experience or what not. Insurance rules that side of the industry. I would be totally willing to wait longer, gain more experience for larger pay at regionals. My 2 cents

Both sides are true.....

They COULD raise wages but they would NOT.

And it is very hard to go to corporate or even 135 because minimuns are higher than regionals right now. I am surprised how the 135 operators would hold up in this envionment where regionals are dropping mins & still having may be a little hard time finding the kind od people they want....

If one had a choice, Regionals seem to be least of all evils...... the best bet or best combination of airframe & flying hours plus pay in the career building years.....

Even if they did raise wages and all that, its not going to increase the volume of applicants... If all airlines are having a problem filling seats in class that probably means there arent enough people to begin with... Fix the problem of students not being able to get loans to learn how to fly along with increased wages and then it might be feasible...

NO! Increasing the supply of pilots will drive down the pay. There are plenty of experienced pilots right now: there just aren't than many who are willing to live on ramen and commute to Newark. Raise the pay and QOL and the companies will have no trouble finding pilots.


Prior to getting the contract, the average Colganite jumped ship ASAP. Now, there are quite a few folks who are considering becoming lifers. Amazing what pay and work rules can do.

250ME? APC and Mesaba's website show 50ME

nope
 

250 TOTAL, not ME. This us the agreement pinnacle inked with wmu. No interview either. That should give you an idea of just how desperate they are.

Where did you find this information?

Here are the press releases

Pinnacle puts WMU aviation grads on fast track | WMU News | Western Michigan University

OUDaily.com | Airlines promise graduates interviews


I'm not sure Mesaba would hire as low as pinnacle is right now though, I'm a former XJ intern and the lowest number that was thrown around for us was 500tt

I'm pretty sure that this is the same guy who started Exec Express Airline too and promised the same direct hire type program to graduates from Oklahoma State University back in the late 80's that had trained at Exec Express (one of the FBOs that contracted with the school for flight training).

It didn't work out for me :o, but like they always say - when one door closes, another opens.

USMCFLYR

Dang. Does anyone know of the same going on from graduates of Utah Valley Universities Aviation Science program? I graduate in a month with a 3.8GPA.

Mesaba IS Pinnacle

Looks like Pinnacle is looking for 1000TT 200ME

Hiring them is one thing... Not passing the Checkride after 8 Sim Sessions is strike 1 for you young bucks. A C172 or Seminole is nothing like flying CRJ or a Q400... We had guys washout in my class that were prior BE1900 and 121 experience. Something to think about.

Yeah, but the 1900 guys didn't have our special JET Training class. It makes all the difference. :rolleyes:

Jet | Aviation | Western Michigan University

This program acts as a bridge between single-pilot resource management (SRM) and crew resource management (CRM) and is different from a typical University course in that the learning is very compacted. In the airline industry, pilots must be able to communicate with each other verbally and non-verbally, directly and indirectly using aircraft systems. The JET Program trains pilots to do just that, and it teaches them the skills necessary internalize the communication skills necessary to work effectively as a crew memeber

Apparently, the class doesn't cover WRITTEN communication.

I have to be honest, I have 4 type ratings and the Mesaba 900 ride/oral were the easiest airplane to fly and learn than I ever thought possible. A complete monkey could do that ride, no offense intended. Now the Saab, it's a bit harder, but with 8 sim sessions(!) plus extra if needed I think all but the most hopeless could do this.

When I was originally hired my sim partner had, literally, 250 hours with only a few multi, he actually did fine on the saab and his fo ride.

Flying a jet is not the hardest thing in the world, actually it's easier then the Seminoles as so forth I think. Problem I feel with most is just staying a head of the plane. Like instrument flying, just know what your gonna have to do in 5 minutes, then 20 minutes after that and so forth. It is when your sitting there doing nothing that you could be doing something.

It's like the ICAO/FAA language requirement-you don't need to know how to write English, just speak read and understand it...:cool:

Its not about flying the airplane but more about system mngmnt. and running the correct checklist when called. Our guys that washed had a BIG problem with Single engine stuff ie going missed, V1 cuts ect. With all do respect a V1 cut in the Q is nothing like a CRJ which is centerline thrust.

CRJ's are not centerline thrust!! only a few multiengine airplanes are centerline thrust. almost all are military

For all practical purposes, the CRJ is centerline thrust. When you fly another jet, you'll see what I mean. Single engine in this airplane is an non event. In fact, the simulator exaggerates it compared to the actual airplane.

Centerline thrust airplanes do not create asymetric yaw when an engine is lost. while a crj might not create as much yaw as a Q. it still has some yaw.

Roger, Chuck Yeager.

What he said is very true.

I did not say he was incorrect. Have both of you had engine failures at V1 in the CRJ and flown underslung jets?