Welcome to Flightinfo.com

  • Register now and join the discussion
  • Friendliest aviation Ccmmunity on the web
  • Modern site for PC's, Phones, Tablets - no 3rd party apps required
  • Ask questions, help others, promote aviation
  • Share the passion for aviation
  • Invite everyone to Flightinfo.com and let's have fun

What is the projected upgrade time for Mesaba new hires?

Welcome to Flightinfo.com

  • Register now and join the discussion
  • Modern secure site, no 3rd party apps required
  • Invite your friends
  • Share the passion of aviation
  • Friendliest aviation community on the web
Doesn't really apply to XJ, the flow thru only allows flow back into those positions that flowed up. At the moment I think that's only 14 or so spots.
 
More airplanes = fast upgrades. Use this formula to find the place with the quickest upgrade. Good luck with the furlough.
 
More airplanes = fast upgrades. Use this formula to find the place with the quickest upgrade. Good luck with the furlough.

Really... mkay....

Guess how many airplanes this airline has:
Most junior turboprop captain hired: June 2001 (S340/LAX)
Most junior jet captain hired: Sept 2000 (ERJ145/ORD)
 
I'd say upgrades at any airline run from to 2 months to never. Plan accordingly.
 
I am not 'in the know" But if you get on with Mesaba now, give it a shot you would be an FO for quite a while. That is unless we grow more. Now if you look at the writing on the wall, we are staged for growth. NWA should order more 900's, will they come to us? Who knows, but XJ just spent millions on ground trainning equipment just when our 900 and 200 deliveries were ending. That does not make sense, unless there is future growth. Also, as much as I do not want to see the 9's at NWA leave, they have a schedule to retire them as they hit a certain date. What will they replace them with? Should have came here when we were hiring street captains-but hind sight is 20/20. Maybe someone else has better insight.

The reason that they spent millions on training equipment is that the entitlements from the manufacturer are ending with the last deliveries. When they orginally cost out the upstart, training expenses were factored into the startup proposal of doing offsight training. Bringing it "back home" (so to speak) is and has always been more financially benefical. Same thing with the Avro. We had more entitlements with BAE than we do with Bombardier, but eventually, that's why we brought the sim back to MSP. You only need about 28 airplanes to make a sim cost neutral. It isn't necessarily based on expectant growth. Besides, they sure wouldn't spend a dime in today's market without a signed contract of future growth somewhere. Any additional equipment needed for growth (like training equipment) is and has always been placed in the bid projections sent out to the airlines. Our initial bid to NWA for the 200's and the 900's included only contract training. It becomes a cost benefit for the company to bring more training inhouse as the bid projections are now lowered from the originals, thus showing better training numbers in the books for XJ. It doesn't necessarily mean more growth as it does better books for NWA.
 
Last edited:

Latest resources

Back
Top