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Old 11-05-2019, 08:02 AM   #1  
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Default Classes in january?

Any word for classes in the new year?
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Old 11-05-2019, 08:40 AM   #2  
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Classes every two weeks with 60 per class through March. 1200-1500 next year including flow throughs.
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Old 11-05-2019, 12:47 PM   #3  
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We are hitting the knee of the curve. American, Delta, and United (plus others). This kind of heavy recruiting will repeat, year after year, for several years.

This is going to put a major strain on regionals, etc. The supply pipeline world is going to change.

Of course, some will say massive furloughs are just around the corner. They also say the world is flat and we need to install more tanks spraying Chem trails. I think they will be proven mistaken on all accounts.
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Old 11-05-2019, 01:51 PM   #4  
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How many classes in December?
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Old 11-05-2019, 02:11 PM   #5  
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Time to end the regionals and bring all the flying home to mainline.

And all of the pilots with them.

None of the big 3 can have their regionals canceling 50% of their flights.

They spent years fooling the public into thinking they are on American when they are really on PSA.

Now they own it and it couldnít be more perfect for pilots.
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Old 11-05-2019, 02:37 PM   #6  
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Originally Posted by hussar1683 View Post
How many classes in December?
Iíve heard 2, dec 3 and dec 10. Second class moved forward to avoid holidays.
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Old 11-06-2019, 06:15 AM   #7  
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How long is the wait from CJO to a class?
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Old 11-06-2019, 09:52 AM   #8  
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How long is the wait from CJO to a class?
2-5 weeks.
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Old 11-06-2019, 12:30 PM   #9  
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Time to end the regionals and bring all the flying home to mainline.

And all of the pilots with them.

None of the big 3 can have their regionals canceling 50% of their flights.

They spent years fooling the public into thinking they are on American when they are really on PSA.

Now they own it and it couldnít be more perfect for pilots.

Haha. I really did really laugh.

Vasu the great at AA, has bragged endlessly about how important the regional flying is to AA, even saying it is more important then mainline. The majority of the increase of flying at DFW is regionals. They extract as much as they can out of them and still use them as leverage. Regionals arenít going anywhere in their minds. In fact they want to make them bigger

Then you have Scott Kirby, old Scooter himself, completely bringing negotiations at United to a halt by asking for 90 seat scope, right at the end of their negotiations.

Delta still runs more regionals flights, then mainline, out of their ďsmaller hubsĒ. Just cause they have pulled back some flying to mainline, doesnít mean mainline pilots are going to prosper to the end of time. They had the largest amount of scoped out flying by any mainline operator at one time.

These leadership teams canít image life with smaller regionals, in fact they want them bigger. No way they ever give them up all together without massive concessions from mainline pilots.
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Old 11-06-2019, 01:00 PM   #10  
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Haha. I really did really laugh.

Vasu the great at AA, has bragged endlessly about how important the regional flying is to AA, even saying it is more important then mainline. The majority of the increase of flying at DFW is regionals. They extract as much as they can out of them and still use them as leverage. Regionals aren’t going anywhere in their minds. In fact they want to make them bigger

Then you have Scott Kirby, old Scooter himself, completely bringing negotiations at United to a halt by asking for 90 seat scope, right at the end of their negotiations.

Delta still runs more regionals flights, then mainline, out of their “smaller hubs”. Just cause they have pulled back some flying to mainline, doesn’t mean mainline pilots are going to prosper to the end of time. They had the largest amount of scoped out flying by any mainline operator at one time.

These leadership teams can’t image life with smaller regionals, in fact they want them bigger. No way they ever give them up all together without massive concessions from mainline pilots.
There are several advantages to regional sized aircraft.

One, you can play each one off each other, helping keep costs in check. Pilot shortage aside, there is no other worker shortage in the industry. If AA could train and staff the airplanes themselves up front but pay contract rates to the inflight and above/below wing staff, they'd probably be fine with that. But due to FAA operating regs, you can't do that.

Two, expanding on that, when mainline flights go into airports above a certain % (varies between IAM and TWU) airport staffing is forced to be "upgraded" to mainline staff. This increases costs exponentially.

Three, they fly into smaller airports with limited competition from the LCC's. Yes, their CASM may be higher than mainline by 50%, but their trip costs are much less based on number of pax needed. Flying from LA to Vegas is all about price with little yield. Bringing the lawyer, on call surgeon and staff, and business owner from Des Moines to El Paso thru DFW has a much much much higher yield.

Four, the reduced capacity per flight increases frequency. People like frequency. Six flights a day every two hours is preferable to three flights a day every four hours to the business traveler, due to convenience. Since they aren't typically paying for tickets directly, they book the most convenient to them. If it's $200 more who cares?
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