Update: UPS flight dispatchers are asking to be paid like counterparts at Delta, American

pljenkins said:
- Major airlines don't hire freshly minted dispatchers off the street. Any time I've ever seen a totally green dispatcher walk into the office of a major as a dispatcher it's been from another internal position in the airline. WN does this all the time. If you want to come in externally, you need experience. You gain experience through the regional system. Consider it like an apprenticeship.
Click to expand...

You say this, but I have seen people with about 3 months of experience after sign off at a regional get hired by major airlines without prior dispatch experience.

pljenkins said:
- Regional airlines (usually) aren't in major metropolitan areas. Though this has really kind of consolidated a bit, so that's not always the case, but airlines like Air Wisconsin are a good example. Skywest is another. Appleton and St. George aren't exactly bustling metropolises with expensive rent. I know for a fact there are quite a few of my former co-workers at Dairy Air that are making a pretty good living out there on AWAC pay. Don't get married to a number. Wage is relative to the power of the dollar where you live. If you make $60K in Appleton Wisconsin you're carving out a pretty good life. If you make $60K in New York, you're homeless.
Click to expand...

More and more regional are being consolidated into major cities. Probable close to half are. Expressjet in ATL, Envoy in DFW, Endeavor and Compass are in MSP, MESA in PHX, and Horizon is in PDX. None of those are easy to live off $30k/yr. Then there are those in the mid-sized cities that it is easier like STL, CLE, and IND but still not on the level as Appleton or Salisbury. To get a 1-br in most of those major areas will cost you around $1000/mo and when your take home after taxes and insurance is in the $22k range, that is a good 50% of your income. With this there are 2 options, 1.) The airlines need to increase pay to regional dispatchers, 2.) Move the airline to a small town where the dollar has a higher value. The problem with 1.) is that it cuts into the bottom line. The problem with 2.) is that most people in a HQ seem to make a comfortable amount where they won't want to leave their big city.

pljenkins said:
I know how much it sucks being where you are. When I started at Air Midwest in 2001 I made a measly $28K a year, if that.
Click to expand...

That is probable still and accurate starting salary, mabe $2k-$5k more a year. So, in 17 years the starting salary is the same. With average inflation at just over 2% a year and prices at about 38% higher, this is one of the only industries that has stagnated that badly. Imagine back to 2001 and think about starting with a salary of $20,000 instead of $28,000. Could you do it? Now thinks, could you do it in a major city?



You have a lot of people who have been in the majors for a while saying "Suck it up and put your time in, we had to" but the financial landscape has changed around a wage that hasn't and that is no longer an accurate enough of a comparison. When the pay is almost unchanged from before the recession, something has gone wrong financially. And yes, maybe I should get with the union and try to make things happen, but there is another post on this forum about another airline trying to get up to a somewhat industry standard pay and some of the comments are even more hostile than some comments on here.
 
bbmikej said:
You say this, but I have seen people with about 3 months of experience after sign off at a regional get hired by major airlines without prior dispatch experience.



More and more regional are being consolidated into major cities. Probable close to half are. Expressjet in ATL, Envoy in DFW, Endeavor and Compass are in MSP, MESA in PHX, and Horizon is in PDX. None of those are easy to live off $30k/yr. Then there are those in the mid-sized cities that it is easier like STL, CLE, and IND but still not on the level as Appleton or Salisbury. To get a 1-br in most of those major areas will cost you around $1000/mo and when your take home after taxes and insurance is in the $22k range, that is a good 50% of your income. With this there are 2 options, 1.) The airlines need to increase pay to regional dispatchers, 2.) Move the airline to a small town where the dollar has a higher value. The problem with 1.) is that it cuts into the bottom line. The problem with 2.) is that most people in a HQ seem to make a comfortable amount where they won't want to leave their big city.



That is probable still and accurate starting salary, mabe $2k-$5k more a year. So, in 17 years the starting salary is the same. With average inflation at just over 2% a year and prices at about 38% higher, this is one of the only industries that has stagnated that badly. Imagine back to 2001 and think about starting with a salary of $20,000 instead of $28,000. Could you do it? Now thinks, could you do it in a major city?



You have a lot of people who have been in the majors for a while saying "Suck it up and put your time in, we had to" but the financial landscape has changed around a wage that hasn't and that is no longer an accurate enough of a comparison. When the pay is almost unchanged from before the recession, something has gone wrong financially. And yes, maybe I should get with the union and try to make things happen, but there is another post on this forum about another airline trying to get up to a somewhat industry standard pay and some of the comments are even more hostile than some comments on here.
Click to expand...

Getting hired at a major with only 3 months experience is definitely NOT the norm, but I’m seeing that majors are hiring people with less experience more frequently in the last few years. They are usually people that have a history of aviation experience, but are fairly new to dispatching. Sometimes the entire package that a low experience candidate brings outweighs someone with more experience who might not be a good fit for other reasons.

I 100% agree that regional pay needs to come up. I can remember interviewing at Compass after RIA closed up shop and thinking to myself that there is no way I can make it on what they were offering at the time. And so I chose to continue gaining experience at another 121 supplemental int’l airline for better pay.

I don’t agree with anyone saying to those trying to come up the ranks, “Suck it up, we had to”. But I also can’t imagine anyone choosing this career without doing their homework. Although regional pay sucks and definitely needs to be increased (fight for a better contract!), I think we all know what we are getting into. When I decided to change careers in my late 30’s, I knew if I had to go the regional route, I’d most likely need a roommate during that time if I wanted a decent QOL. That was a sacrifice I was willing to make if need be. But I also knew that whatever route I took, my goal was to get to 1 of 2 airlines, and I would make choices along the way and focus my everything on getting there. I’ve said many times here that networking is huge and don’t ever discount that. You cannot expect to fast track to where you ultimately want to be without being proactive and making smart choices along the way to set yourself apart from other applicants. And seriously...build relationships! Network! I’ve made some amazing friends in the process of trying to get to my desired destination.

Just know there are other options if there continues to be no movement with the regional pay and you can’t make that work for your situation. Don’t think you can’t get hired by a major if you haven’t worked at a regional airline - I never did. It’s a gamble to go to a 121 Supplemental as we know from history, but I can say that the remaining supplemental airlines are filling a huge need right now. It’s great experience, dispatching wide body birds across the world. Is it the best environment that you’ll enjoy going to work every day? No, but again, it’s a sacrifice to get to where you want to be. And worst case, you go to one and get int’l experience and then pick up a regional job for a while. Now you’ve got well rounded experience to put on your resume, setting yourself apart from others. In the meantime, network & build relationships. Internal recommendations go a long way in this industry.

For those having trouble getting to a major, ask yourself, “Am I doing enough? Do I stand out from the others? Am I networking and building relationships?”. You get the idea.

Sorry I got off topic a bit there but wanted to reinforce other options outside of a stagnated regional level pay scale. The regional group as a whole needs to fight for a new standard! I am not for anyone in our peer group tearing apart each other for fighting to get a better contract or raise a standard for the regional level. I’m not sure of the other thread you spoke of but regardless, we should all be supporting each other in our efforts to increase our pay and QOL - industry-wide. I do wish the best to the regional dispatchers trying to work their way up and hope that your unions can successfully fight to raise the scale across the board.


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womanpilot73 said:
Getting hired at a major with only 3 months experience is definitely NOT the norm, but I’m seeing that majors are hiring people with less experience more frequently in the last few years. They are usually people that have a history of aviation experience, but are fairly new to dispatching. Sometimes the entire package that a low experience candidate brings outweighs someone with more experience who might not be a good fit for other reasons.

I 100% agree that regional pay needs to come up. I can remember interviewing at Compass after RIA closed up shop and thinking to myself that there is no way I can make it on what they were offering at the time. And so I chose to continue gaining experience at another 121 supplemental int’l airline for better pay.

I don’t agree with anyone saying to those trying to come up the ranks, “Suck it up, we had to”. But I also can’t imagine anyone choosing this career without doing their homework. Although regional pay sucks and definitely needs to be increased (fight for a better contract!), I think we all know what we are getting into. When I decided to change careers in my late 30’s, I knew if I had to go the regional route, I’d most likely need a roommate during that time if I wanted a decent QOL. That was a sacrifice I was willing to make if need be. But I also knew that whatever route I took, my goal was to get to 1 of 2 airlines, and I would make choices along the way and focus my everything on getting there. I’ve said many times here that networking is huge and don’t ever discount that. You cannot expect to fast track to where you ultimately want to be without being proactive and making smart choices along the way to set yourself apart from other applicants. And seriously...build relationships! Network! I’ve made some amazing friends in the process of trying to get to my desired destination.

Just know there are other options if there continues to be no movement with the regional pay and you can’t make that work for your situation. Don’t think you can’t get hired by a major if you haven’t worked at a regional airline - I never did. It’s a gamble to go to a 121 Supplemental as we know from history, but I can say that the remaining supplemental airlines are filling a huge need right now. It’s great experience, dispatching wide body birds across the world. Is it the best environment that you’ll enjoy going to work every day? No, but again, it’s a sacrifice to get to where you want to be. And worst case, you go to one and get int’l experience and then pick up a regional job for a while. Now you’ve got well rounded experience to put on your resume, setting yourself apart from others. In the meantime, network & build relationships. Internal recommendations go a long way in this industry.

For those having trouble getting to a major, ask yourself, “Am I doing enough? Do I stand out from the others? Am I networking and building relationships?”. You get the idea.

Sorry I got off topic a bit there but wanted to reinforce other options outside of a stagnated regional level pay scale. The regional group as a whole needs to fight for a new standard! I am not for anyone in our peer group tearing apart each other for fighting to get a better contract or raise a standard for the regional level. I’m not sure of the other thread you spoke of but regardless, we should all be supporting each other in our efforts to increase our pay and QOL - industry-wide. I do wish the best to the regional dispatchers trying to work their way up and hope that your unions can successfully fight to raise the scale across the board.


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Click to expand...

What makes supplemental QOL potentially worse than regional QOL? Other than the instability of supplemental airlines (which seems to be less of a problem now), they seem to be a better deal over regionals in terms of pay and international widebody dispatching. Do the regs concerning operational control, etc. make things more difficult for a supplemental dispatcher/flight follower?
 
4EngineETOPS said:
What makes supplemental QOL potentially worse than regional QOL? Other than the instability of supplemental airlines (which seems to be less of a problem now), they seem to be a better deal over regionals in terms of pay and international widebody dispatching. Do the regs concerning operational control, etc. make things more difficult for a supplemental dispatcher/flight follower?
Click to expand...

You don’t have the resources or departments that you would at a regional or major. It can be a lot less flights you’re dispatching with a lot less aircraft, but due to the lack of departments/resources/staff you are doing a lot more than “dispatching”. And when the sh** hits the fan, you’re kind of on your own most of the time. But on the flip side, you learn a lot because you don’t really have anyone to rely on. It’s a whole different kind of busy, if that makes sense.

In my experience, health insurance was insanely expensive and not very good, and depending on the shop, the hours can be rough. I worked 12 hr days at the last place. Ugh...

Depending on where you’re at, there can be more of a divide in the PIC/Dispatcher relationship as well since you don’t really exercise operational control. And depending on management, a lot less respect for your decisions when dispatching.

You’re also flying into some pretty sketchy places with aircraft that likely don’t have acars or satcom. It can make communications quite difficult at times. Depending on where your crew is flying, good luck reaching them on HF.

If I compare my job now to the last one (major vs supplemental), it is night and day. PM me if you want further info.

However, the pay is better than a regional and the experience is good. You make it what you want it to be. Did I love it? Nope. But it had a purpose for me and I took the good from it that I could.


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bbmikej said:
You say this, but I have seen people with about 3 months of experience after sign off at a regional get hired by major airlines without prior dispatch experience.
Click to expand...

There are always exceptions, but if you look closer at those who do get "fast tracked" there's always an underlying reason. Getting a job at a major is not a lottery.



More and more regional are being consolidated into major cities. Probable close to half are. Expressjet in ATL, Envoy in DFW, Endeavor and Compass are in MSP, MESA in PHX, and Horizon is in PDX. None of those are easy to live off $30k/yr. Then there are those in the mid-sized cities that it is easier like STL, CLE, and IND but still not on the level as Appleton or Salisbury. To get a 1-br in most of those major areas will cost you around $1000/mo and when your take home after taxes and insurance is in the $22k range, that is a good 50% of your income. With this there are 2 options, 1.) The airlines need to increase pay to regional dispatchers, 2.) Move the airline to a small town where the dollar has a higher value. The problem with 1.) is that it cuts into the bottom line. The problem with 2.) is that most people in a HQ seem to make a comfortable amount where they won't want to leave their big city.
Click to expand...

True, as I had mentioned. With the regional picture changing due to buyouts, bankruptcies, and consolidations we are seeing more and more regionals headquartering in major metro areas. As anyone in this industry will tell you, the only constant is change. The traditional regional airline model is changing, and the old way of doing business is no longer viable for everyone, thus you're seeing what you're seeing now; consolidation. Consider though that through a lot of this consolidation you are also presented with opportunity. Many of these regionals have been brought "in house" by the majors, and have created an "upgrade path" for pilots and dispatchers.



That is probable still and accurate starting salary, mabe $2k-$5k more a year. So, in 17 years the starting salary is the same. With average inflation at just over 2% a year and prices at about 38% higher, this is one of the only industries that has stagnated that badly. Imagine back to 2001 and think about starting with a salary of $20,000 instead of $28,000. Could you do it? Now thinks, could you do it in a major city?
Click to expand...

You think MY pay sucked? FO pay at Air Midwest was around $17K, and we had a crew base in Key West! Good luck with that. Consider that these pilots many times entered the market with tens of thousands of dollars in loans to get to that point. I remember we had a whole cadre of female pilots that went in on a crashpad in EYW. Must have been at least a half dozen that were in on that deal. Point is, you make it work. There are people making less than you making it work. I know more than a few dispatchers that supplemented with a second job when they were just starting.


You have a lot of people who have been in the majors for a while saying "Suck it up and put your time in, we had to" but the financial landscape has changed around a wage that hasn't and that is no longer an accurate enough of a comparison. When the pay is almost unchanged from before the recession, something has gone wrong financially. And yes, maybe I should get with the union and try to make things happen, but there is another post on this forum about another airline trying to get up to a somewhat industry standard pay and some of the comments are even more hostile than some comments on here.
Click to expand...

Look, I'm not going to deny that the suck has gotten worse. It has. Without diving into a political discussion, suffice it to say this is a national problem, not just an airline one. Regional carriers are always pinched in both directions. They have very little control over the money coming in, and they are constantly under pressure to control money going out. Regional execs are not out buying Lambos while their pilots and staff are eating Ramen. Yeah, they're not hurting, but they're not getting rich off your back either. Point being, when you're getting spooled up about the beans, you've gotta consider the whole enchilada. I would argue that one of the most thankless jobs in the world is a union representative at a regional airline. I don't know why anyone would voluntarily subject themselves to that level of abuse. Trust me, you do NOT want to wade into the cesspool that is labor relations at airlines. It's a fantastic way to shorten your lifespan from stress related health problems. Unless you're a masochist. If there is a more chronically unhappy group of people than union airline workers, I've yet to discover them. It seems like literally nothing makes some pilots happy.

But I digress. We say "suck it up and put your time in" because that's what you have to do. In the Army, you have to get through boot camp. As an electrician, you have to apprentice. As a doctor, you have to complete your residency. So it is with pilots and dispatchers. You have to work the long hours and low pay jobs flying rubber dog chit out of Hong Kong to get the opportunity to move up to the majors and start at the bottom working long hours and better pay flying rubber dog chit out of Hong Kong on prettier planes. How that progresses has a lot to do with how you approach the problem. If you come at it with an attitude that you're owed something, you're going to find that your road might be a bit more difficult. I wish there was better news for you, but the truth of the matter is the airline world is dog eat dog, and the rock you're standing on could crumble out from under you, sometimes with very little warning. Post 9/11 there was a joke going around that "you aren't an experienced airline employee until you've shut one down". That whole deal has pretty much sorted itself out for the moment, but when the economy craps the bed again we could be right back to the furlough shuffle. That's why I said "this job ain't for everyone", and it's not just about pushing buttons for 8, 10, or 12 hours and calling it a day. Ask anyone here and they'll tell you, the world of dispatch is small indeed. We are a small band of men and women, and our reputations can and will follow us around for our careers. Your job interviews are never over, because you might find that the guy you talked to on Jetcareers today might be the guy interviewing you for your job tomorrow, and you certainly know that news travels fast around this small town, good and bad.
 
Supplemental Ops/Experience perfectly stated by @womanpilot73

Also Fun:

Getting extorted when third world airport authorities find something magically wrong with your plane, hold a member (or two) of the crew in jail, and ask for a "fine" to execute their release. You've got to work with the handler to arrange payment and find someone who has access to an ATM.

Diverting a plane because of abnormal vibrations occurring from someone shooting bullet holes in your empennage in a war zone.

Finding a "friendly" place to divert when you have armed military personnel aboard so as not to cause an international incident.

Maximum payload forecasts (running the flight plan) at 24, 12, and 6 hour intervals to inform the customer how much can be carried. When the customer gets the 24 hour forecast, plans accordingly, then screams at you when you change it at 12 or 6 hours prior. (Cargo)

Giving said max payload amount to a customer departing from a high altitude high temperature airport. They weigh the pallets of flowers in a warehouse and provide the payload to a loadmaster. While the pallets are outside, waiting to be loaded, they water the flowers. No, never causes problems on the ground or enroute with engine wear and tear.

When a complicated performance restricting issue develops on the ground and 12 people from all over the company ask you if you can take it while you're trying to concentrate on working out the problem by hand and get it exactly right. While at the same time you have no operational control yet the Captain hasn't the data you have access to.

Scrambling to obtain a correct international overflight permit number while your flight is being held airborne enroute and restricted from entering a country's airspace because someone gave you the wrong number.

Your crews are out for 20 days straight with 10 at home. No, some of them never get grumpy or become difficult to deal with.

You take calls from crewmembers due to go out on a trip and they can't make the trip because they work 20 days straight and their wives leave them.


BUT --- even though I'm extremely happy where I am now... I have to say that I do miss it. Just a bit. If you do it well, there's nothing quite like having a literal World of problems thrown at you and being the guy to fix things. That, and I miss knowing all of the flight crewmembers and developing those relationships of trust. Now, I have no idea who I'm talking to any given moment.

And I highly recommend it for experience. My guess is that at even my former carrier things are much more manageable now than they were for me around 5-6 years ago. It taught me a boatload more than I would have got had I stayed in the regionals and I've fallen back on some prior supplemental experience to manage some situations at my major airline.
 
Kev said:
Supplemental Ops/Experience perfectly stated by @womanpilot73

Also Fun:

Getting extorted when third world airport authorities find something magically wrong with your plane, hold a member (or two) of the crew in jail, and ask for a "fine" to execute their release. You've got to work with the handler to arrange payment and find someone who has access to an ATM.

Diverting a plane because of abnormal vibrations occurring from someone shooting bullet holes in your empennage in a war zone.

Finding a "friendly" place to divert when you have armed military personnel aboard so as not to cause an international incident.

Maximum payload forecasts (running the flight plan) at 24, 12, and 6 hour intervals to inform the customer how much can be carried. When the customer gets the 24 hour forecast, plans accordingly, then screams at you when you change it at 12 or 6 hours prior. (Cargo)

Giving said max payload amount to a customer departing from a high altitude high temperature airport. They weigh the pallets of flowers in a warehouse and provide the payload to a loadmaster. While the pallets are outside, waiting to be loaded, they water the flowers. No, never causes problems on the ground or enroute with engine wear and tear.

When a complicated performance restricting issue develops on the ground and 12 people from all over the company ask you if you can take it while you're trying to concentrate on working out the problem by hand and get it exactly right. While at the same time you have no operational control yet the Captain hasn't the data you have access to.

Scrambling to obtain a correct international overflight permit number while your flight is being held airborne enroute and restricted from entering a country's airspace because someone gave you the wrong number.

Your crews are out for 20 days straight with 10 at home. No, some of them never get grumpy or become difficult to deal with.

You take calls from crewmembers due to go out on a trip and they can't make the trip because they work 20 days straight and their wives leave them.


BUT --- even though I'm extremely happy where I am now... I have to say that I do miss it. Just a bit. If you do it well, there's nothing quite like having a literal World of problems thrown at you and being the guy to fix things. That, and I miss knowing all of the flight crewmembers and developing those relationships of trust. Now, I have no idea who I'm talking to any given moment.

And I highly recommend it for experience. My guess is that at even my former carrier things are much more manageable now than they were for me around 5-6 years ago. It taught me a boatload more than I would have got had I stayed in the regionals and I've fallen back on some prior supplemental experience to manage some situations at my major airline.
Click to expand...

Omg you went into so much more detail than I did! Didn’t want to scare the newbies! Lol... And although you brought back a whole host of frustrating memories, it really is great experience. Great post! [emoji4]


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Last edited:
Kev said:
Supplemental Ops/Experience perfectly stated by @womanpilot73

Also Fun:

Getting extorted when third world airport authorities find something magically wrong with your plane, hold a member (or two) of the crew in jail, and ask for a "fine" to execute their release. You've got to work with the handler to arrange payment and find someone who has access to an ATM.

Diverting a plane because of abnormal vibrations occurring from someone shooting bullet holes in your empennage in a war zone.

Finding a "friendly" place to divert when you have armed military personnel aboard so as not to cause an international incident.

Maximum payload forecasts (running the flight plan) at 24, 12, and 6 hour intervals to inform the customer how much can be carried. When the customer gets the 24 hour forecast, plans accordingly, then screams at you when you change it at 12 or 6 hours prior. (Cargo)

Giving said max payload amount to a customer departing from a high altitude high temperature airport. They weigh the pallets of flowers in a warehouse and provide the payload to a loadmaster. While the pallets are outside, waiting to be loaded, they water the flowers. No, never causes problems on the ground or enroute with engine wear and tear.

When a complicated performance restricting issue develops on the ground and 12 people from all over the company ask you if you can take it while you're trying to concentrate on working out the problem by hand and get it exactly right. While at the same time you have no operational control yet the Captain hasn't the data you have access to.

Scrambling to obtain a correct international overflight permit number while your flight is being held airborne enroute and restricted from entering a country's airspace because someone gave you the wrong number.

Your crews are out for 20 days straight with 10 at home. No, some of them never get grumpy or become difficult to deal with.

You take calls from crewmembers due to go out on a trip and they can't make the trip because they work 20 days straight and their wives leave them.


BUT --- even though I'm extremely happy where I am now... I have to say that I do miss it. Just a bit. If you do it well, there's nothing quite like having a literal World of problems thrown at you and being the guy to fix things. That, and I miss knowing all of the flight crewmembers and developing those relationships of trust. Now, I have no idea who I'm talking to any given moment.

And I highly recommend it for experience. My guess is that at even my former carrier things are much more manageable now than they were for me around 5-6 years ago. It taught me a boatload more than I would have got had I stayed in the regionals and I've fallen back on some prior supplemental experience to manage some situations at my major airline.
Click to expand...

Huge thanks to both you and @womanpilot73. I just got hired at a certain supplemental in a role that should last a few months until I'm 23. If they don't hate me by then, I'll move over to dispatch/flight following. Definitely good to hear about your experiences there. At least for me, it sounds more enjoyable than a regional, and I'm incredibly excited to go the supp route (until Putin unilaterally revokes overfly permission while my flight is 50 miles from the border).
 
4EngineETOPS said:
Huge thanks to both you and @womanpilot73. I just got hired at a certain supplemental in a role that should last a few months until I'm 23. If they don't hate me by then, I'll move over to dispatch/flight following. Definitely good to hear about your experiences there. At least for me, it sounds more enjoyable than a regional, and I'm incredibly excited to go the supp route (until Putin unilaterally revokes overfly permission while my flight is 50 miles from the border).
Click to expand...
Having worked both regional and for a cargo that does supplemental... don't discount the skills learned at a regional. I've dealt with diversions going into Afghanistan where no one wants you diverting to them and it was probably less stressful than having multiple aircraft holding for EWR with another 10 releases due in the next 45 mins plus the 2 or 3 that already diverted and yelling for paperwork. Of course that's when mx wants to put an icing MEL on one of your birds as well. Crazy and hectic but I strangely miss it at times.
 
who'swho said:
Having worked both regional and for a cargo that does supplemental... don't discount the skills learned at a regional. I've dealt with diversions going into Afghanistan where no one wants you diverting to them and it was probably less stressful than having multiple aircraft holding for EWR with another 10 releases due in the next 45 mins plus the 2 or 3 that already diverted and yelling for paperwork. Of course that's when mx wants to put an icing MEL on one of your birds as well. Crazy and hectic but I strangely miss it at times.
Click to expand...

This is so true! Having not gone the regional route, my first year here made for some pretty interesting shifts on domestic! Now if I can just get enough seniority to bid a straight int’l line that isn’t on midnights! ;-)

Avoiding the regional route and getting to a major can be done, but I think the best experience would be a combo of regional and supplemental. It could certainly shorten your time starving on regional wages and make your resume stand out from others.


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Kev,

Were u there for the classic:

"Pilot need time off, he and his wife are trying to have a baby" note put by a scheduler

You do remember sky clowns, huh?
 
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Reactions: Kev
There's should be a ha0py medium between company and unions, otherwise you are an entitled Bernie bro who ia never satisfied and never grateful for anything. Cough cough womanpilotm.
 
Derg said:
Double-secret probation, please take the hint.
Click to expand...
Please PM, I don't understand how this is againist the rules. I believe in the value of unions and supporting the company. Attitudes in this thread are all ME ME ME ME ME. Let's have a conversation, not silly threats.
 
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