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
?
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.