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ACA Pay scale?
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Allow me a little levity and sarcasm before I answer your questions. ACA is one of about 6 regionals that actually IS hiring and IS expanding operations. If they call with an offer, are you really going to turn it down?
A.) Pay scales: Everyone regardless of airplane type (J41, D328 or CRJ) starts the first year FO at around $23/flt hr. and some change. In the second year, J41 and 328 FO's see a token increase (about $2/flt hr.), the CRJ sees a little more closer to $30/hr. Right now, captain upgrades are just about 2 years after hire date but this has been getting slower and slower. The J41 and Dornier CA's are seeing mid 40's and the new CRJ captains are seeing low 50's - this all depends on what year of hire you are in the scale. The theorectical top-end is a 18-yr CRJ Captain making just over $100/flt hr.
If it makes a difference to you (and you count it as salary like some folks do), we also get a $1.60per duty hour per diem. You will make roughly $24-25,000 in the first year. We have a 75 hour minimum pay per month - they WILL at least get their money's worth out of you.
B.) AQP is an FAA sanctioned training program that has more emphasis on "line" operations than "maneuvers". It has a clause for "train to proficiency", which everyone thinks has the interpertation that they can't fail you. This is not true. The company still keeps records and you still can fail to make the grade. However, instead of 3 progress checks and a required pass by the second re-check as stated and hard limits in the traditional program, AQP allows some room for more training time.
Having been trained in both systems, there is little difference between the two when you are in classes and in the sims. In fact, on my trip through the AQP system at ACA, there was more grief given the student over having to re-schedule sims for extra training than in the conventional program which had buffers built-in.
The CRJ has more complicated systems and is faster than the J41 and Dornier. (I didn't say advanced, I just said complicated.) ACA is also the closest regional airline to FAA headquarters in Washington DC. Dotting i's and crossing t's is just a way of life. That makes the CRJ program the most difficult in the company. The majority of ACA's pilots are on the CRJ so a lot of folks are passing and making the grades. If you are lucky enough to be accepted, you will find a great bunch of pilots - 99% are absolutely committed to a nice, safe, friendly flight. The company like all big organizations has management, communication and scheduling problems but the people make the difference and make this place liveable.
A.) Pay scales: Everyone regardless of airplane type (J41, D328 or CRJ) starts the first year FO at around $23/flt hr. and some change. In the second year, J41 and 328 FO's see a token increase (about $2/flt hr.), the CRJ sees a little more closer to $30/hr. Right now, captain upgrades are just about 2 years after hire date but this has been getting slower and slower. The J41 and Dornier CA's are seeing mid 40's and the new CRJ captains are seeing low 50's - this all depends on what year of hire you are in the scale. The theorectical top-end is a 18-yr CRJ Captain making just over $100/flt hr.
If it makes a difference to you (and you count it as salary like some folks do), we also get a $1.60per duty hour per diem. You will make roughly $24-25,000 in the first year. We have a 75 hour minimum pay per month - they WILL at least get their money's worth out of you.
B.) AQP is an FAA sanctioned training program that has more emphasis on "line" operations than "maneuvers". It has a clause for "train to proficiency", which everyone thinks has the interpertation that they can't fail you. This is not true. The company still keeps records and you still can fail to make the grade. However, instead of 3 progress checks and a required pass by the second re-check as stated and hard limits in the traditional program, AQP allows some room for more training time.
Having been trained in both systems, there is little difference between the two when you are in classes and in the sims. In fact, on my trip through the AQP system at ACA, there was more grief given the student over having to re-schedule sims for extra training than in the conventional program which had buffers built-in.
The CRJ has more complicated systems and is faster than the J41 and Dornier. (I didn't say advanced, I just said complicated.) ACA is also the closest regional airline to FAA headquarters in Washington DC. Dotting i's and crossing t's is just a way of life. That makes the CRJ program the most difficult in the company. The majority of ACA's pilots are on the CRJ so a lot of folks are passing and making the grades. If you are lucky enough to be accepted, you will find a great bunch of pilots - 99% are absolutely committed to a nice, safe, friendly flight. The company like all big organizations has management, communication and scheduling problems but the people make the difference and make this place liveable.
I was looking over the contract and thought I read it wrong. I am not saying Tarp is this, but lately I have read alot about ACA from those who do not even work there. I would suggest to all those out there don't beleive everything you read. After saying that some jerk will say that about me, but those who nag are the ones who will not do well at ACA
Terry
Terry
Although 2nd year pay on the CRJ is about $10 higher per hour than the Dornier or the J-41, many F.O.'s freeze themselves in their aircraft and thus get CRJ F.O. pay. Also, the CRJ may be faster on the top end, but it has nowhere near the acceleration, climb rate, or avionics of the DoJet.
CeeVeeGee isn't that bad. Cost of living is right and there are chicks with all teeth included.
The flying is, well, does he like 7 legs a day??? It is not like BOS flying (from what I hear) or the Mothership flying.
All in all, great group of people (crews). He will enjoy it.
Oh yes, a favorite out here in Cincitucky:
BLRXXXX, cleared to land 18 Right, caution wake turbulence 5 miles behind an RJ
OR even better
Following an ATR
I hear the wake behind the RJ is horrible!!!
RJ
The flying is, well, does he like 7 legs a day??? It is not like BOS flying (from what I hear) or the Mothership flying.
All in all, great group of people (crews). He will enjoy it.
Oh yes, a favorite out here in Cincitucky:
BLRXXXX, cleared to land 18 Right, caution wake turbulence 5 miles behind an RJ
OR even better
Following an ATR
I hear the wake behind the RJ is horrible!!!
RJ
j41driver
Well-known member
- Joined
- Mar 31, 2002
- Posts
- 1,300
Here are the current ACA payscales
As of 2/9/02:
J41FO FRJFO CRJFO J41CA FRJCA CRJCA
Year 1 21.53 21.53 21.53 40.67 46.34 55.47
Year 2 22.43 24.70 34.19 41.93 47.60 57.19
Year 3 23.79 26.06 35.26 43.60 49.26 58.96
Year 4 25.13 27.40 36.35 45.24 50.91 60.79
Year 5 26.36 28.63 37.47 47.90 53.57 62.67
Year 6 27.82 30.08 38.62 49.53 55.20 64.60
Year 17 90.15
Effective 5/9/03:
J41FO FRJFO CRJFO J41CA FRJCA CRJCA
Year 1 22.28 22.28 22.28 42.10 47.96 57.41
Year 2 23.22 25.56 35.39 43.40 49.26 59.20
Year 3 24.63 26.97 36.49 45.12 50.99 61.02
Year 4 26.01 28.35 37.62 46.82 52.69 62.91
Year 5 27.29 29.63 38.78 49.58 55.44 64.86
Year 6 28.79 31.13 39.98 51.27 57.13 66.86
Year 17 96.10
Per diem
As of 2/9/03 $1.65 / hour
As of 2/9/02:
J41FO FRJFO CRJFO J41CA FRJCA CRJCA
Year 1 21.53 21.53 21.53 40.67 46.34 55.47
Year 2 22.43 24.70 34.19 41.93 47.60 57.19
Year 3 23.79 26.06 35.26 43.60 49.26 58.96
Year 4 25.13 27.40 36.35 45.24 50.91 60.79
Year 5 26.36 28.63 37.47 47.90 53.57 62.67
Year 6 27.82 30.08 38.62 49.53 55.20 64.60
Year 17 90.15
Effective 5/9/03:
J41FO FRJFO CRJFO J41CA FRJCA CRJCA
Year 1 22.28 22.28 22.28 42.10 47.96 57.41
Year 2 23.22 25.56 35.39 43.40 49.26 59.20
Year 3 24.63 26.97 36.49 45.12 50.99 61.02
Year 4 26.01 28.35 37.62 46.82 52.69 62.91
Year 5 27.29 29.63 38.78 49.58 55.44 64.86
Year 6 28.79 31.13 39.98 51.27 57.13 66.86
Year 17 96.10
Per diem
As of 2/9/03 $1.65 / hour
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dashtrasher
Well-known member
- Joined
- Jan 24, 2002
- Posts
- 154
Skank
Well-known member
- Joined
- Nov 26, 2002
- Posts
- 482
46 driver
O.K. I can't let a sly little remark about the FRJ having "way better avionics" and "way more acceleration" go unanswered. Please tell us what huge advantage the FRJ has in avionics. And isn't it true that the FRJ (at ACA) still has no flex takeoff program, and only seems to accelerate better due to the use of max thrust? The CRJ meanwhile is dutifully conserving revenue by using flex takeoff power most of the time. And wouldn't you say that the top end speed difference is quite substaintial? I know I would. By the way, I'm seriously messing around here, so don't take offense. Oh, and I'll have to concede the climb to the FRJ.
But the CRJ is much nicer looking, I'm sure you'll agree.
O.K. I can't let a sly little remark about the FRJ having "way better avionics" and "way more acceleration" go unanswered. Please tell us what huge advantage the FRJ has in avionics. And isn't it true that the FRJ (at ACA) still has no flex takeoff program, and only seems to accelerate better due to the use of max thrust? The CRJ meanwhile is dutifully conserving revenue by using flex takeoff power most of the time. And wouldn't you say that the top end speed difference is quite substaintial? I know I would. By the way, I'm seriously messing around here, so don't take offense. Oh, and I'll have to concede the climb to the FRJ.
But the CRJ is much nicer looking, I'm sure you'll agree.
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Skank,
I've only flown the Dornier (and jumpseated in the CRJ) but many of our Dornier Captains were CRJ F.O.s and I am passing on what they said as well. The FRJ has a Honeywell Primus 2000 with full VNAV capability - I believe the CRJ is a generation behind with only the banana bar to show you where your climb or descent will arrive. There are some aspects where the CRJ avionics might be better but on the whole, I will take the Honeywell (my opinion only).
Please correct me if I am wrong (wouldn't be the first time but climb rate, like acceleration, is a function of power to weight. The Dornier has that in abundance. It is true that we don't use flex takeoffs (and part of that reason they just went over in re-current and I already can't remember it...) but suffice it to say that the Mothership can't keep up even if it had JATO rockets attached. The top end speed differential is substantial (the CRJ is somewhere around .85 - somebody help me out) while the Dornier tops out at .66 - due not to the straight wing but due to a double whammy of structural integrity in the tail and a mach tuck problem up around .76.
And as a Marine, I honestly prefer the mean, distinctive look of the FRJ (all it needs are bomb racks and a shark's teeth paint scheme) to the generic look of the CRJ (once again, my opinion only) And yeah, I am stuck in Columbia due to weather and have nothing else to do either
I've only flown the Dornier (and jumpseated in the CRJ) but many of our Dornier Captains were CRJ F.O.s and I am passing on what they said as well. The FRJ has a Honeywell Primus 2000 with full VNAV capability - I believe the CRJ is a generation behind with only the banana bar to show you where your climb or descent will arrive. There are some aspects where the CRJ avionics might be better but on the whole, I will take the Honeywell (my opinion only).
Please correct me if I am wrong (wouldn't be the first time
but climb rate, like acceleration, is a function of power to weight. The Dornier has that in abundance. It is true that we don't use flex takeoffs (and part of that reason they just went over in re-current and I already can't remember it...) but suffice it to say that the Mothership can't keep up even if it had JATO rockets attached. The top end speed differential is substantial (the CRJ is somewhere around .85 - somebody help me out) while the Dornier tops out at .66 - due not to the straight wing but due to a double whammy of structural integrity in the tail and a mach tuck problem up around .76.And as a Marine, I honestly prefer the mean, distinctive look of the FRJ (all it needs are bomb racks and a shark's teeth paint scheme) to the generic look of the CRJ (once again, my opinion only) And yeah, I am stuck in Columbia due to weather and have nothing else to do either
We typically cruise in the CRJ at .74 to .78, but can do .81 to .82 when trying to make up time...yeah, yeah I know the "book" top end is .85, but I'm talking 'bout what we REALLY do...(and like the .82 really makes us arrive sooner on the typical regional length route...we just get all goofy feeling seeing the ".82"!)
You're right...the FRJ would look "pissa" with a big gnarly snarl painted on the front...
Actually, the ACA Private Shuttle paint scheme is not bad at all on the FRJ....
Cheers!
PS - I made it to IAD, but if you think you're gonna get your car out of emplyee parking...HA!
You're right...the FRJ would look "pissa" with a big gnarly snarl painted on the front...
Actually, the ACA Private Shuttle paint scheme is not bad at all on the FRJ....
Cheers!
PS - I made it to IAD, but if you think you're gonna get your car out of emplyee parking...HA!
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