Atlas Air Hiring
09-21-2014, 09:42 PM
#9571
Gets Weekends Off
Joined APC: Sep 2005
Position: Left Seat
Posts: 466
Originally Posted by Elusive Napkin
I stand corrected. I misread "The Plan". I thought I read something about having to complete a full calendar year before becoming eligible. After reading it again, I see that it states you are eligible in the first month following your 1 year anniversary. Thanks for the info and correction.
Dodgy Paper Towl
Dodgy Paper Towl
09-22-2014, 04:46 AM
#9572
Gets Weekends Off
Joined APC: May 2008
Posts: 617
Originally Posted by Whaledriver
Sorry, I'm missing something. What solution are you proposing that costs the company nothing? To be honest, I have heard no solutions, just complaints.
09-22-2014, 04:59 AM
#9573
New Hire
Joined APC: Sep 2014
Position: CRJ700 CA
Posts: 3
Hello all,
I'm new to the forum, but I am VERY interested in Atlas because we are trying to move to Germany (wife is a Lufthansa flight attendant, and commuting to FRA from DFW is bumming her out…) and this type of schedule would fit us like a glove. My big questions are, is the Stansted base still around or long gone? And, what are the typical quals of guys who are getting hired right now from the civvy world? I'm a left seat Eagle CRJ guy who is looking for a seat in a lifeboat before this ship goes down!
Plus, like I said, Atlas would be perfect.
Thanks for any advice and help!
I'm new to the forum, but I am VERY interested in Atlas because we are trying to move to Germany (wife is a Lufthansa flight attendant, and commuting to FRA from DFW is bumming her out…) and this type of schedule would fit us like a glove. My big questions are, is the Stansted base still around or long gone? And, what are the typical quals of guys who are getting hired right now from the civvy world? I'm a left seat Eagle CRJ guy who is looking for a seat in a lifeboat before this ship goes down!
Plus, like I said, Atlas would be perfect. Thanks for any advice and help!
09-22-2014, 05:08 AM
#9574
Gets Weekends Off
Joined APC: Jun 2014
Posts: 1,236
Originally Posted by NightIP
Nah, I get it. Hammer on the new guys, protect the interests of the senior guys. That's tradition in the airlines.
But, let's talk about where I came up with the "tens of thousands" figure, and why I might think it's unfair that myself and a good number of 767 pilots are making less than ~120-200 pilots junior to us.
1st year pay (767 and 747): $78/hr
2nd year pay (747): $98/hr
2nd year pay (767): $82/hr
3rd year pay (747): $103/hr
3rd year pay (767): $86/hr
For our calculations, let's just use an average credit per month of 72 hours for both 767 and 747 pilots.
1st year: ($78 * 72 * 12) = $67,392
2nd year (747): ($98 * 72 * 12) = $84,672
2nd year (767): ($82 * 72 * 12) = $70,848
3rd year (747): ($103 * 72 * 12) = $88,992
3rd year (767): ($86 * 72 * 12) = $74,304
All totaled up:
Years 1-3 (747): $241,056
Years 1-3 (767): $212,544
For those keeping score at home, the difference between the two? $28,512! Literally tens of thousands, not including the potential for hazardous duty pay on the 747 side of the house!
Now, I don't know about you, but I bet you'd feel pretty raw about involuntarily making almost $30,000 less over the course of three years than pilots junior to you. I bet you'd also feel pretty raw if pilots junior to you were holding a base drivable from your house while you're locked into a transcon commute to CVG. Am I wrong, or is this just a blow-off issue because it doesn't affect the senior pilots? Seniority is broken down here at the lower ranks; this is something we should all care about!
Also, the 3 year lock makes good business sense? It makes good business sense to cut our pay in half too, right? The industry standard equipment lock is 1 year for new-hires and transitions. We are way behind.
And yes, many of us did have 50 hour months our first year. Hell, I was even told by one of our stewards that I should feel lucky to have my whole schedule dropped to R1 right after getting off training pay.
Profit sharing? We all know it's a joke, but my class and I won't get a full year's profit sharing check until 2016, even though we were hired in 2013. A year without profit sharing? More like 2-3.
These are issues that need to be addressed in the next CBA, not brushed aside because they don't affect the senior pilots. If we want industry standard, we need an EXCO that will push for it.
But, let's talk about where I came up with the "tens of thousands" figure, and why I might think it's unfair that myself and a good number of 767 pilots are making less than ~120-200 pilots junior to us.
1st year pay (767 and 747): $78/hr
2nd year pay (747): $98/hr
2nd year pay (767): $82/hr
3rd year pay (747): $103/hr
3rd year pay (767): $86/hr
For our calculations, let's just use an average credit per month of 72 hours for both 767 and 747 pilots.
1st year: ($78 * 72 * 12) = $67,392
2nd year (747): ($98 * 72 * 12) = $84,672
2nd year (767): ($82 * 72 * 12) = $70,848
3rd year (747): ($103 * 72 * 12) = $88,992
3rd year (767): ($86 * 72 * 12) = $74,304
All totaled up:
Years 1-3 (747): $241,056
Years 1-3 (767): $212,544
For those keeping score at home, the difference between the two? $28,512! Literally tens of thousands, not including the potential for hazardous duty pay on the 747 side of the house!
Now, I don't know about you, but I bet you'd feel pretty raw about involuntarily making almost $30,000 less over the course of three years than pilots junior to you. I bet you'd also feel pretty raw if pilots junior to you were holding a base drivable from your house while you're locked into a transcon commute to CVG. Am I wrong, or is this just a blow-off issue because it doesn't affect the senior pilots? Seniority is broken down here at the lower ranks; this is something we should all care about!
Also, the 3 year lock makes good business sense? It makes good business sense to cut our pay in half too, right? The industry standard equipment lock is 1 year for new-hires and transitions. We are way behind.
And yes, many of us did have 50 hour months our first year. Hell, I was even told by one of our stewards that I should feel lucky to have my whole schedule dropped to R1 right after getting off training pay.
Profit sharing? We all know it's a joke, but my class and I won't get a full year's profit sharing check until 2016, even though we were hired in 2013. A year without profit sharing? More like 2-3.
These are issues that need to be addressed in the next CBA, not brushed aside because they don't affect the senior pilots. If we want industry standard, we need an EXCO that will push for it.
09-22-2014, 05:12 AM
#9575
Gets Weekends Off
Joined APC: Jun 2014
Posts: 1,236
Originally Posted by Whaledriver
Ok, so I don't get it, but you have all the answers. So, you're ExCo for a day and the company wants to know what they have to do to improve retention, without breaking the bank and opening any section of the contract....What say you?
09-22-2014, 05:20 AM
#9576
Gets Weekends Off
Joined APC: Jun 2014
Posts: 1,236
Originally Posted by AirCorpsDrew
Hello all,
I'm new to the forum, but I am VERY interested in Atlas because we are trying to move to Germany (wife is a Lufthansa flight attendant, and commuting to FRA from DFW is bumming her out…) and this type of schedule would fit us like a glove. My big questions are, is the Stansted base still around or long gone? And, what are the typical quals of guys who are getting hired right now from the civvy world? I'm a left seat Eagle CRJ guy who is looking for a seat in a lifeboat before this ship goes down! Plus, like I said, Atlas would be perfect.
Thanks for any advice and help!
I'm new to the forum, but I am VERY interested in Atlas because we are trying to move to Germany (wife is a Lufthansa flight attendant, and commuting to FRA from DFW is bumming her out…) and this type of schedule would fit us like a glove. My big questions are, is the Stansted base still around or long gone? And, what are the typical quals of guys who are getting hired right now from the civvy world? I'm a left seat Eagle CRJ guy who is looking for a seat in a lifeboat before this ship goes down!
Plus, like I said, Atlas would be perfect. Thanks for any advice and help!
If you could hold something like that you could probably just drive to HHN and then go from there. Of course all of that would be around 4 years after you're hired because you'd have to get out of the 767, get awarded HSV and finish getting the Type. When you're junior at HSV a dead head to HSV would be as easy as getting to LUX because you could just jumpseat LUX to HSV.
09-22-2014, 07:24 AM
#9577
Gets Weekends Off
Joined APC: Sep 2005
Position: Left Seat
Posts: 466
Originally Posted by SVA402
What I'm trying to say, is that if your statement that this seatlock issue will fix itself due to natural flow is accurate, what would it cost the company anything to make it shorter in the contract? And back to the original idea, even if it does cost the company money, it's a big deal and something we should fight for. You never know what will happen in the future, what airplanes we might add or how we might grow or stagnate. That's the whole purpose of the contract, these things can't be left to chance.
This is just like want we do. They bring us more planes with the 767 LOA and we want something for it, same thing with the 777 LOA and the AQP LOA. These by themselves are good for us, but we want something more because they want them.
09-22-2014, 09:22 AM
#9578
On Reserve
Joined APC: Dec 2011
Posts: 10
Incident: Atlas B744 over Atlantic on Sep 21st 2014, cargo main deck fire indication
By Simon Hradecky, created Sunday, Sep 21st 2014 18:44Z, last updated Sunday, Sep 21st 2014 18:44Z
An Atlas Air Boeing 747-400 freighter, registration N499MC performing freight flight 5Y-5421 from Miami,FL (USA) to Amsterdam (Netherlands) with 5 crew and 110 tons of flowers, was enroute at FL350 over the Atlantic Ocean when the crew received a fire indication for the aft main deck, donned their oxygen masks and declared emergency. The aircraft descended to FL250 and diverted to Shannon (Ireland), the crew indicated they would stop on the runway and needed emergency services to check whether an evacuation was necessary. The aircraft landed safely on Shannon's runway 06. Attending emergency services found no trace of fire, heat or smoke. The aircraft subsequently vacated the runway and taxied to the apron.
The occurrence aircraft is currently still on the ground in Shannon about 5.5 hours after landing.
By Simon Hradecky, created Sunday, Sep 21st 2014 18:44Z, last updated Sunday, Sep 21st 2014 18:44Z
An Atlas Air Boeing 747-400 freighter, registration N499MC performing freight flight 5Y-5421 from Miami,FL (USA) to Amsterdam (Netherlands) with 5 crew and 110 tons of flowers, was enroute at FL350 over the Atlantic Ocean when the crew received a fire indication for the aft main deck, donned their oxygen masks and declared emergency. The aircraft descended to FL250 and diverted to Shannon (Ireland), the crew indicated they would stop on the runway and needed emergency services to check whether an evacuation was necessary. The aircraft landed safely on Shannon's runway 06. Attending emergency services found no trace of fire, heat or smoke. The aircraft subsequently vacated the runway and taxied to the apron.
The occurrence aircraft is currently still on the ground in Shannon about 5.5 hours after landing.
09-22-2014, 11:32 AM
#9579
Gets Weekends Off
Joined APC: Nov 2008
Position: Knuckle-dragging line pilot
Posts: 943
Originally Posted by Whaledriver
Ok, so I don't get it, but you have all the answers. So, you're ExCo for a day and the company wants to know what they have to do to improve retention, without breaking the bank and opening any section of the contract....What say you?
Trip pay protection; schedulers who actually followed the CBA (I rarely had to quote the contract to a scheduler and when I did, it was basically fixed immediately); training events/vacation/sick days that paid as much (essentially) as a normal trip; a trip trade system; a robust safety culture with quarterly reports that dug deep into what we were doing wrong and why, instead of hearing about every incident through word of mouth; a functional reserve pilot system; new hires who were put into the lowest paying airplane in the most junior base; and chief pilots who you could call when something funny was going on and they would actually fix it.
Oh well, at least Atlas gives me the same retirement contribution I got flying a CRJ.
So, let's say I'm king for a day and the company asks what they can do. How about follow the CBA! Scheduling, Travel, hotels, catering, PAYROLL! How much of your contact with the company is spent fighting to insist they comply with the CBA? For me, a large majority. If they're playing by the rules, I don't need to talk to anybody. Rarely happens.
As for "breaking the bank" - why do Flynn & Co. get paid on par or better than the majors while we lag so far behind? Do you really think paying us industry standard (that is, average pay instead of below average) would make the company lose money?
Things are starting to change, at least. Trip trade module is in progress, and word is RD is a pilot's chief pilot. Can't wait to press to test on that.
Bigger picture: DHL is a classic race to the bottom, just like the regionals. We'll be in their crosshairs someday, probably sooner than later. Enjoy it while it lasts, and take all you can. Concessions, shrinking to profitability - none of that crap works.
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