Slats

All due respect it is Mesa you're talking about... You signed up for the "quick upgrade" no suck it up

FerrisBluer

Is that what you told yourself when you went to Colgan? Are are you saying Colgan was a long term plan just like Skywest is for you?

sulkair

PM sent Slats.

Slats

Yes, you suck it up. You knew what you were accepting when you show up to class. Don't get upset when things don't always work in your favor

skillett

Don't worry, your butt will loosen up soon enough working at Mesa. Before long you won't even feel it.

skillett

You mean you sent Slats a Pre Menstrual relief guide? Sometimes you take the job your offered first. I was basically unemployed when Mesa called and needed a job. There was not a lot of hiring going on at the time. SkyWest and ExpressJet called me for an interview when I was a month into ground school at Mesa and I decided not to leave. Would have been better off at SkyWest in the long run but I didn't see the lost contracts and age 65 rule coming back in 2005. When you need a life and money you take what you can get. Not all of us are silver spooned and we need to pay bills. I believe SkyWest has just started hiring. Mesa has been hiring steadily for the last year so I'm sure many of the folks were in the same situation as I was. Now Slats you can say why did you go to Mesa because of the treatment, well sometimes you just need a job. I'm the most critical of Mesa because truthfully, they can suck the life out of you. But you can't put down fellow pilots because of a bad decision or bad timing. We're all regional pilots and across the board we're getting ripped off compared to our mainline brethren's.

TallFlyer

Damn straight.

Consider what Delta 717 crews make, or what DC-9 crews used to make to what CRJ900 guys make, or consider the fact that the most recent Delta contract (and maybe United's?) includes CRJ900 pay rates.

Now think about what regional guys make flying the same equipment.

Holding those two thoughts in your head, consider the asinine wiener measuring contests we have here on a regular basis about whose regional is better that whose, and how some are bring down the industry.

Why we're ****ed at each other and not the mainline pilot groups of the late 90s that start this whole RJ revolution is beyond me.

flapshalfspeed

I'm not arguing that ready reserve isn't part of an FDP. I'm arguing that the FDP ends when the brake is set and there is no expectation of further aircraft movement by the same flight crewmember.

I'm arguing that any airport/standby reserve period occurring after a brake is set, and a 30 minute "ground time" goes by is a new FDP. It cannot be a part of the previous FDP, because an FDP ends when the brake is set and there is no further intention of aircraft movement.

There is no intention of aircraft movement sitting in a crewroom when there are no Mesa airplanes or flights.

Reserve is not defined as an intention of aircraft movement--it is defined as availability for a possible assignment should one arise.

If an FDP does not end when there is no anticipation of further aircraft movement, then what's the point of even having extension language for more flight segments? And why would it be legal to put you back on airport reserve but NOT back on short-call reserve? It would completely defeat the purpose of half the statute.

CBreezy

Did you even read the clarification from the FAA? The answers to those questions are in there.

flapshalfspeed

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