Or saying push and start? We operate primarily in the USA where you don't call for start clearance. You just look like a douche if you call RAMP with that guys little script.

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I often forget what self absorbed, puerile a-holes airline pilots can be. Thanks for reminding me guys.

Sigh. Yes, a proper ramp control run by company won’t give a ****** about the current ATIS. I’ve noticed we don’t often have a proper ramp control at our stations. Sometimes its ground. Sometimes it’s tower running the whole show. Do you know who’s going to say something to you if you give them the ATIS letter and they don’t require it? Nobody. Or you can play cool 121 pilot, forget that it’s ground and add two to three more lines of communication. I did it the same everywhere. Nobody from ramp control, LCA’s, or CA’s jumped in to correct it. Because it’s fine. I know. That kind of simplicity irks the ****** out of a few of you. Probably because you’re a self absorbed, puerile a-hole. I used to make “courtesy calls” and brief the transition altitude too. The shock. The horror. We also never blocked the alley for inbound traffic, because ground was unaware we were pushing, and the different transition altitudes at foreign airports wasn’t forgotten either. Yes, even though we primarily operate in the US where everyone knows the transition attitude. Because the time it will bite you is on a red eye to a jungle destination you’re unfamiliar with and you haven’t thought about it in 6 months.

Oh Noes!!! Someone is worried about sounding like a douche on the radio!! Never figured out that the world isn’t staring at you eh? You are the douche on the radio if you sit there and roll your eyes when someone says push and start instead of push. Another thing that will never be corrected by anyone, because it doesn’t need to be. Or you can do it the way do it here in ‘Merica at all times and then get it wrong when you don’t fly in ‘Merica.

I’m a simple creature. I do it the same way every time. It keeps me from f’ing up more than I should. If you do it different then that’s fine. That’s called technique. If you’d like to point out in the AOM, FOM or FAR/AIM where any of the above is wrong then I’ll happily change my ways.

Study what they tell you to study and when to study it. Study with your sim partner to get a nice cadence down and limit group studying to around 4 people anymore than that it's basically useless study sessions. Other than that it's straight forward and their system works.

Is that like when you’re picking up your clearance from a non PDC airport and you say “IFR to Fort Lauderdale or Instruments to Fort Lauderdale”?

Having recently completed training, I can sum it up as:

a.) possibly one of the most challenging training programs in the industry. It’s a rapid grind.

b.) very accommodating. From the people in crew training admin to the instructors themselves, the dedication and willingness to make it as painless as possible, is clearly a priority.

To sum it up. Anyone with a good attitude and what it takes to be a pilot, will successfully complete the program. It’s pretty apparent that the whole thing is designed for students in the mid 20’s to mid 30’s with 2-4 years of past airline experience.

Yes, too much experience creates additional challenges.

Or when you say "any traffic in the area please advise" at an uncontrolled airport.

Or when they are holding short they say “Spirit 123, holding short runway 18, ready for IFR departure”

Bonus points: when they tell you to “hold short of taxiway ABC and contact ground,” you are more than welcome to contact ground before the CA comes to that exact spot, stops, and then has to get it going again. Love FOs who stay a few steps ahead, keeps us moving, so appreciated especially when brake temps become an issue.

Even if I have to contact ground for push I don't give them the ATIS. I give them the ATIS when we are ready to Taxi.

i think the point he was trying to make was who gives a s#!t

Well that's a convenient defense when caught doing something needless and pointless. Maybe I'll try that on my wife next time and see how well that works "well dear, who gives a ****?"

You’re right, and I think we can all agree that if there’s one thing we can attribute to making aviation as safe as it’s been the past 15 years. It’s that you don’t give the atis information to ramp control when calling for a push.

Actually, I think the change to Notice to Air Missions will be the real difference maker.

And yes, zero ******s should be given about such a trivial thing.

Especially since you were the one called out on it, right? ;)

Abso-f’ing-lutely.

Tell ramp we have Echo, call for clearance on tower, call ops on guard. Tomato, Potato

Any Year-1 or Year-2 folks willing to share real-world (approximate) Year-1 pay at Spirit, please?

In reading upstream comments, I'm familiar with the $1,000/mo training pay. Ditto for the monthly guarantee and the hourly rate. Not to mention that reserve utilization seems to vary a little (or a lot) between domiciles.

Just looking for a realistic ballpark... in terms of what any (if any) soft pay might amount to.

Many thanks in advance!

What is the approximate time you will be on the road/home during the training program? I was told that after indoc you would go home for a week then back to start the sim school. What is the schedule like after that and during OE? Are you essentially on a reserve type schedule during OE? Thanks.

You can't pick up anything on reserve, so the opportunities to make extra money are really luck of the draw until you can hold a line. Just plan on guarantee.

OE will not be reserve type scheduling. You’ll be flying the best trips available that crew train pulls and gives to LCA no matter what their seniority is.

Yes, and instead of getting some repetition of take offs and landings in, flying multi leg days, you’ll be doing 3+ hours in cruise working a blue folder. But don’t worry, the check airman will sign you off and you’ll get landings in with the line pilots

Since only Atlanta ramp requires your departure when pushing. I’m going to start telling all ramps what departure I’m on. Think I’ll start telling ground when we land what our tail number and origination city is so it’s not a big deal in Columbia.

Thanks. So are you just doing 3 or 4 day trips out of your base, when OE starts?

Bent out of shape over someone’s radio technique? Life’s a b**ch, but you don’t have to be one.

I have macadamia and chocolate chip.

You're doing whatever the preference of the LCA wants. Your international OE will almost always be a day trip. You get positive spaced during OE, i,.e. home based just like if you were in training and get hotels if they can't get you home in between trips so no need to worry about the length of trips you will get on OE.

I think FLL wants it too.

Also, why would the Columbia Clothing store what to know about your tail when you walk in?

IAH ramp wants it too?

Maybe it would be better if Ramp and Ground operate as if they are recently divorced in a custody battle and have a vested interest in not coordinating so that the other one looks bad....

Looking at you MIA.