A few questions about regionals

I doubt anyone would choose it over living in base. The question IS: is the job in general(be it major or regional) worth giving up some time commuting, IF you are unable, or frankly, just don't want to move from your current town. Also, keep in mind, to get to a major means working for a regional more than likely.
 
To be perfectly honest... I don't think a regional job isn't worth moving or commuting for. Now, a job at Delta/United/Alaska/American/Southwest... I'd gladly commute as long as they have a stable base where I live or want to live. I just don't see being a commuter as a long term solution. Sure, if it's necessary until my seniority allows otherwise, then I'd go ahead and do it.
 
I agree that a regional isn't ideal for life long goal, but for the majority of us, that's the only way to get to the major level wouldn't you agree?
My point is, I'm not willing to move, but I eventually want to end up at a major airline. So, I'm gonna have to work at a regional to be eligible to work at a major. So is the commute worth the end goal of the major airline job/money/QOL whatever it is that you want to get from the job...
 
How often are you able to commute home on your last day on duty? Does this happen often? Or do you usually have to wait to commute home the next morning on your first day off? This is where I could understand why some pilots say don't commute since commuting does eat up a lot of your free time
 
Also what multi engine minimums are regionals taking pilots at these days? Heard that a few regionals have dropped their multi requirement. Is this true?
 
Bamaaviator said:
Also what multi engine minimums are regionals taking pilots at these days? Heard that a few regionals have dropped their multi requirement. Is this true?
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Many will hire you with only 25ME. They can use up to 25 Sim hours during training to count towards the 50 required hours.
 
Ryan110175 said:
Many will hire you with only 25ME. They can use up to 25 Sim hours during training to count towards the 50 required hours.
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I was curious about this since many mom and pop flight schools either don't have a multi engine trainer anymore, or if they do, it's expensive to rent to build time in. Or, if they have a multi, and you decide to instruct and get your mei, getting multi students are pretty hard to come by it seems. So in that regard building multi time is challenging. Even many of the 135 freight companies have either sold their multi equipment or gone out of business since check flying has died out over the last 5 to 10 years. So I assumed that airlines had realized that building multi time is harder to do than in the past, unless of course you come from places like atp, with basically nothing but multi time
 
Bamaaviator said:
How often are you able to commute home on your last day on duty? Does this happen often? Or do you usually have to wait to commute home the next morning on your first day off? This is where I could understand why some pilots say don't commute since commuting does eat up a lot of your free time
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That depends on when your trips finish, how many flights there are out of your base, and how full they are.

If you have enough seniority to pick lines/trips that work with commuting (usually trips with AM finishes) and are based somewhere with multiple options for flights, getting home the day you finish your trip could be possible a good chunk of the time. On the other hand, if you're based (or live) somewhere without a lot of options, or end up with trips that finish late at night, or it's spring break/summer break/Friday/anywhere near a holiday and all the flights are full, you're probably going out the next day.
 
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