Sure thing Scott. I’ve been with Frontier a little over 4 years now. I commuted to and was based in DEN for the first year, but have been living/based in MCO for the last 3. I trained at a similar type of school to ATP but it was in the UK. I did CFI/charter/contract pilot work for my first 3 years as a pro pilot then went to a regional. I came to Frontier with about 4000 hours of total time, 1600ish turbine PIC and a few check marks like sim instructor / check airman and APD.
I have been to the great majority of cities Frontier flies too…partly because I’ve been based in two different places. Each base has more flying to a particular region than others but there’s a good mix at all bases. If you have a real hankering to fly something different you can always pick up open time in another base. As a senior First Officer based in MCO, I prefer out-and-back 1 day trips, so that usually means running up and down the eastern seaboard or into the midwest. Anything further west than about DEN turns into a two day trip, but those kinds of trips definitely exist out of MCO. I actually used to love flying a 2 day trip that overnighted in SAN for 24 hours. We are just starting to expand into the Carribean and Central America, mostly out of our MIA base. We’re looking to add 2-3 new bases over the coming 1-2 years.
Pre-COVID, on an annual basis, I was averaging around 95 hours of credit a month which equated to around 55 block hours. Most months the block hours were probably higher, but vacation months skewed the credit to block hour ratio. If I were to guess I’d say around 65-70 hours of block a month for a normal flying month with around 85 hours of credit.
As far as recommending Frontier, I would absolutely recommend it on the basis of quality of life at work. As a lineholder I’ve averaged 15-16 days off a month pretty consistently. These days on the senior FO side, I’m disappointed with anything less than 17 and have seen 18-19 days off pretty regularly. Most airlines have the ability to add/drop/swap their flying with an open time pot written into their contracts. Learning from friends at the legacies at a similar level of relative seniority to me (UAL/AA in particular), we have an easier time of actually doing it with our work rules. Most pilots have been able to manipulate most, if not all of their schedule most months of the year. Again, this is all pre-COVID / in a “normal” year. It’s due to the quality of life I’ve enjoyed at Frontier that I have ceased looking to move to a legacy carrier. The only thing I’m really giving up is the possibility of long haul widebody flying, but I think the novelty would wear off pretty quickly. The multiple redeye transcons I’ve flown over the last several years pretty much sealed that up. Growth is never a guarantee but we’re doing well so far and if it continues as planned, financially I won’t be behind a similar age/seniority pilot at a legacy at retirement.
We only have one fleet type, the A320 series. We have a handful of A319s but they are on their way out the door. The rest are A320NEO and A321-200 aircraft. We have around 104 aircraft right now with 134 aircraft on order for delivery over the next several years. Don’t quote me on the exact timing but around 2022-2023 timeframe we will start getting the A321NEO and A321XLR.
The great majority of our aircraft are less than 5 years old, so maintenance isn’t a huge headache, but I’ve been pleased with our maintenance program and it continues to get better over time as we transition from a small to a larger airline. The company is investing in infrastructure pretty generously these days, so it’s exciting to see.
Best of luck in your career path!