Longduckdong

I have no experience with being EWR based, but as far as SFO goes, if you want something commutable on the front end of the trip it will likely mean you will also finish your trip late. This will severely limit your options for commuting back home on the same day your trip ends considering you will be moving ahead 2 time zones. I also live in the central time zone, so if my trips didn’t end before 5pm, which was almost always the case, I was waiting 6 hours to commute home on a red eye. At least I had that option. Considering you’ll be commuting from OMA I would bet you’d find yourself commuting on a day off frequently, if not always, being based in SFO. It could be the same for EWR though for all I know.

Hedley

Getting to either coast from smaller Midwest cities will make for a long day and a difficult commute. The good news is that if we do actually hire like they say, you’ll be able to bid into DEN before too long. Between United and Southwest, there are 9 flights per day. Many of the United flights are mainline so you will be able to use your seniority for jumpseat and seats in the back and not roll the dice on weight restricted CRJ’s and getting bumped by a regional new hire.

detpilot

Thanks for the correction on DCA, I didn't realize that was excluded. I've heard this referred to as "crosstown" pay, but never "doubletown" pay. Neither term showed up on my quick ctrl+F of the UPA.

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gon2fly

Welcome aboard! Been commuting out of OMA for the past 15 years. First EWR, then IAH, then SFO, now ORD, SFO again soon. EWR: There were nonstop flights, but not during pandemic. Commute to EWR is characterized by cancellation of RJ flights anytime there is a cloud within 1,000 NM of the airport. IAH: Two hour flight.....did it for 10 years. Extremely more easy than EWR. Wx is sometimes an issue, but flight cancellations rare. SFO: Prior to the pandemic, there were two non-stops from OMA and about four of us making that commute. I got first class about half of the time. Morning flight was airborne before the low ceiling delays implemented. If I was on the non-stop no issues, if I two legged through DEN the morning low ceilings caused big issues. Up to a four hour flight, which obviously makes it the longest option available. I was on the 777, so only went twice a month. As narrowbody FO, you might have to do it four times/month. DEN and ORD are easiest/most flight options available....but.....mostly flown by RJs and those guys have JS priority on their metal, so it can be problematic. My advice: bid the equipment you want, and get to the base you want down the road. 737 does transcons and Hawaii.....and is a huge growth fleet. Bus flies RJ like schedules.....and has a comfy cockpit with absolutely zero Hawaii. Have been to Hawaii around 250 times......which is precisely 250 more times than anyone on the Airbus has been. ;-)

BAe3100FO

I was just looking at my beta Pay Register and that’s how it’s showed up.
Not trying to correct you.

detpilot

Good stuff! In this covid environment are you seeing a lot of DCA/BWI right now? Been contemplating jumping over to DCA.

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Larry in TN

Look at UPA 4-D-4

ugleeual

it has been changing monthly… pre pandemic nice mix of DCA/BWI… hopefully that returns and provides some stability.

duvie

Bump (required reading)

acestro

Hi guys, I’m an ex XJT FO who left to fly a CE-525 Part 135 after XJT shutdown. My ultimate goal is to get to United.
Do you guys think I’m better off going back to flying Part 121 or do I have a shot with staying where I’m at, upgrading
and possibly becoming a LCA with my current company?