Merry Christmas, RiN
So, based on the pro-forma numbers you were given, you're projecting first-year pre-tax income between $36,000 ((.29 X 60,000)+(.31 X 60,000) and $43,200 ((.29 X 72,000)+(.31 X 72,000) plus $2400 for bonuses? Here's the rub: freight and miles would always have to be there for it to work. 120,000 solo miles per year is a lot and 144,000 is--in my opinion--unrealistic. Too, the economy is slowing . . . less freight means less miles. Less miles means less pay. You said they pay layover after 24 hours, so sometimes freight and miles really aren't there and sometimes you'll go 24 hours without compensation.
Is that $200 monthly bonus attainable? I know that's not an easy question to answer.
As the economy worsens many companies are cutting back on or eliminating their 401(k) contributions. I'm just pointing that out.
"60-90% drop and hook." That's quite a spread. It implies up to 40% and at least 10% live unloads. Live unloads take time and you might decide the pay for you to hand unload a trailer isn't worth it. Or the company might pay lumpers (I don't know what you'd be hauling). But time spent at docks is time you're not driving (assuming there's freight), and that calls into question projected miles and, therefore, projected income. I'm assuming you'd be pulling vans or reefers, but perhaps it would be flatbeds or tanks--there's still loading and unloading. And cleanouts and breakdowns and weather and traffic and dock delays . . .
Getting home exactly every three weeks probably won't happen. OTR is also called "irregular linehaul"--you don't always take the same freight to the same places. If you're in, say, upstate New York when your three weeks are up, what happens? Can they route you back to Las Vegas? Will they? Consider lifestyle issues: can your marriage/home life tolerate three-week absences and absences that are longer than three weeks through no fault of your own?
Getting home from the terminal would be your responsibility. I'm not sure if this is "standard" among OTR carriers these days, but given the cost to run a truck and the complications (would the truck be safe; where would you park it?; what insurance issues arise if something goes wrong? what if they need the truck (assigned or not, if they need, they need it), it may be.
I'd add CR England to the avoid list--lots of CAD threads about CRE, more negative than positive. CRE's been in court a lot over failing to pay drivers, HOS issues, and escrow issues for lease operators. Google "CR England" and you'll see what I mean.
OTR is piecework and the pieces have to fall into place. It sounds romantic, but there's a gritty side. When you think of OTR what comes to mind?
One thing you can do: visit a couple of truck stops and ask drivers about their work and their carriers. Ask drivers who work at the carrier you're thinking about what it's like there. Ask about miles, drop and hook, and unloads. Ask about that monthly bonus. Ask about management attitudes towards drivers and HOS. Be skeptical. Weigh their answers carefully.
Finally, be wary of trucking school promises. They don't hire drivers--carriers do.
Oh--before we put the cart in front of the horse, is your driving record spotless?
BOL, as we say out there -- Best of Luck