He says his name in the video where he's creepily walking around a neighborhood. There is enough info in his vids to infer who he is on the FO seniority list where he's based.

Skywest will have you flying CRJs in PHX in the same amount of time (or sooner). Are you unhireable there or what's your reason for accepting a lot less money to come to Mesa?

Just an honest question

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.

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.

I jump seated on a Skywest flight, also an Express Jet flight. Talking to both crews, it was abundantly clear to me that they both had a much higher quality of life than I, but again, both were also flying in the United system.

It's strange, even at Mesa the difference between flying the AA and United systems is like night and day.

Are you guys getting less efficient trips from AA? That seems to be the opposite for us.

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.

Or even CPZ and commute to LAX from PHX


Sent from my iPhone using Tapatalk

United seems to factor the cabin amenities/ancillary sales capability on 76-seaters into their "capacity vs. demand" matching model much more than AA--i.e., on longer flights or "wealthier" city pairs--where there is higher potential demand for business class/econ-plus tickets/food & liquor sales--they'll preferentially put an E175 on it vs. a 50/70-seater in their gauge-matching models, knowing that 12 biz class + 58 coach tix will more than make up for the 6 empty reduced-fare coach seats with the econ-plus and upgrade fees + food/alcohol sales...on a 3-4 hour flight at least.

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.