Originally Posted by
gloopy
How many can the 73-9ER seat? Not company chosen config, but max certifiable, which I think is the yardstick for the seating metric in the speed/efficiency/payload/whatever formula. I think the 73-9ER seats less than the 757, which means we will need more 73's to move the same number of people.
Of course we could (probably will) continue to shrink so we can keep funding the order books of the ULCC's and our west coast 737 ACMI regional feeder
but even in that case we were going to shrink anyway so if the 757's never went away as a fleet we'd still be parking some of them to dicipline the capacity or leverage the synergy or whatever term the latest $300 regurgitation textbook calls "shrinking our way to profitability" in B school this semester.
So while we will be replacing 757's with lower paying 737's, our 737 pay is still a lot higher than pretty much anyone we have a remote chance of merging with. That is still one factor that will remain and be a part of the "career expectation" model. If we buy Kalitta there is no way in he11 a 2 year "74 Captain" making our 3rd year narrowbody FO pay and less benefits is going to slide on over in a full relative with where it takes to hold that seat here. No way, ever, no matter what. Pay will be used regardless to some extent as will many other factors.
Likewise, some of the 737-900ER's will be replacing older A320's (40 I think?) which will be a pay increase for that lift. The real wild card will be the ramaining 320's but especially the MD88's. C Series? 73MAX? Bigger "RJ's"? Mo' Shrinkage?
I think this would help us a little WRT the hypothetical carrier someone was just alluding to, and WRT the other hypothetical carrier also in the mix that only has like 400 pilots, it probably won't matter a whole heck of a lot anyway. A far, far more crucial variable will be when a merger happens. Right now we're eating a stagnation sandwich while others are in growth mode. Even a small carrier can pump out a few new hire classes and buff their over all relative list by a percentage that would take us years of epic hiring to match.
We need to merge now or wait until we're in unreal mass hiring mode and they are stagnant.
The following is taken from Wiki...
The 737-900ER, which was called the 737-900X prior to launch, is the newest addition and the largest variant of the Boeing 737 line and was introduced to meet the range and passenger capacity of the discontinued 757-200 and to directly compete with the Airbus A321. An additional pair of exit doors and a flat rear pressure bulkhead increase seating to 180 passengers in a typical 2-class configuration or up to 215 passengers in a single-class layout.
At UCAL, the 737-9er seats 173, while the 757-2 now seats 169.
As far as the yardstick is concerned...
Why do you have a payscale for the CRJ-900 that tops out at $89.75 yet you outsource the same plane, with 76 seat.. to your feeders which pay half that?
If "the yardstick" for the CRJ900/EMB190 is $131.42/$89.75 from the DALPA point of view, then ALPA National is letting down ALL Regional pilots by allowing them to fly those aircraft at such a cut rate payscale!
No one even comes close to those rates.
You're now the second guy who has brought up a possible merger with regards to your 737 payrates. Is ALPA National now in the business of "setting" contracts due to possible merger scenarios?
The fact still remains.. DALPA & ALPA National approved a replacement aircraft at a lower wage..
Motch
PS> at Legacy Continental (sCAL), we pay the same for the 75's and the 73NG's [757-2, 757-3, 737NG = Large Narrow Body; LNB] and under our Contract 08 proposal (which we have been told was our starting point for the JCBA talks) we also lumped the 757-2 with the 737NG and the A320/321...
Those would have been Category C aircraft.
$219.04/$149.50 for 12yr Capt/FO based on Jan 2013.
We will see how they are banded now, and what they pay~