Originally Posted by MoonShot

Caveat, I've only flown the -88.

IMO, the limiting factor is the quality of the trips. Most guys that are flying anything other than the M88 or 717 and "maybe" the 320 currently, are enjoying a "little" bit better QOL trips than what is afforded on the 717 or M88 (lots of legs, hub turns, short overnights, limited geographical areas).

I was on the -88 for 3 years and didn't mind it at all when I was on it (came from the regionals and didn't know any different). Then I got on the ER and now on the 737. I shudder to think about going back to some of those trips (or flying the -88)! Believe me, I'd be a lot more senior on those aircraft, but that seniority doesn't buy me any QOL improvement (as I see it).

I'm holding off down bidding....

For the junior captains, there will always be guys that will upgrade ASAP. Those will be the takers. How junior it goes will depend on whether or not they open NYC717 (which I imagine they will). I'd say with the retirements coming up, that eventually, the -88 and 717 will go fairly junior for the most junior captain in NYC. Maybe in the 80% range on the seniority list? Maybe 85% in 7-8 years when there is massive turnover and you can get anything you want quickly? Who knows ?

Originally Posted by DAL73n

While the cockpit is crowded and noisy I am getting to the point where I want to get my flying in on one Transcon leg (5 hours+) and then I'm done - that results in a 6-7 hour duty day and plenty of time to rest, eat, exercise and be ready for the next day. Multiple legs, multiple preflights, maybe an A/C change, etc. makes for a long day on the M88/717 and even the 320 because it can't always do the coast to coast (why it's based in SLC and not LAX). To each his own.

Originally Posted by gloopy

Yeah its a never ending internal debate. Some say limits drive the need for staffing, while others say once limits are reached it just drives junior manning anyway. The truth is probably somewhere in between. Does Spirit have limits as well on junior manning? Is the current limit on 200% pay trips a management desire or a union desire? (I can see either case being made).

Originally Posted by forgot to bid

What does a 5-day trip look like vs a 737 lazy good for nothing trip look like?

Well this atypical but here are two trips of the same pay time on the 717 and 737: (and yes I can find worse trips on the 737 and a lot better trips on the 717 for the same pay mind you, it's just a little fun comparison given perceived rotation types)

B717
3-Day trip: 15.45 Pay

Except where noted the rest of the turn times are 39-44 minutes.

4-day: 22.25 Pay

737
3-Day 15.45 block trip:4-Day Trip with 22.25 Pay:

Now, I do the 717 flying, I enjoy that kind of flying and the 717 is a great airplane for it. I'd enjoy the other flying too. Pick whatever works for you.

Originally Posted by Trip7

Great post! Ironically, those comparisons are similar to the CRJ200 vs CRJ700/900 flying at the former ASA

Originally Posted by Paok

Just got a rejection email for a flight attendant position at Delta that I never applied to. Anyone??? So strange.

Originally Posted by badflaps

Be careful which box you check on the app. Of course there is the allure of the big red dress.......

Originally Posted by Justdoinmyjob

Heck, I was flying rotations like what the 717 is doing, to those same exact cities, except for EWR, on the Brasillia back in the mid 90's. Now I'm having flashbacks!