Domicile Location questions
#11
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Joined APC: Oct 2008
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How long is training as a new employee till the time you go on reserve?
And where and how often does post training work after you're hired? If you have to pass check-rides based on new FAA or airline req. where does that usually happen and how often?
And where and how often does post training work after you're hired? If you have to pass check-rides based on new FAA or airline req. where does that usually happen and how often?
#12
It is shifting to two-day of various sim and ground evolutions. This is more training oriented and less checkride oriented (you can still fail)Eventually you can expect that format to also go to every nine months for both CA and FO.
You also do two days (16 hours) of ground training each year...classroom and/or CBT.
They normally include all of that sort of stuff into the regular sim schedule...it would be way too hard and expensive to bring 3000 pilots in for a special event.
#13
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Rickair....i read alot about the scope clauses of the legacy carriers with regard to the flights they outsource to the regionals. One thing i don't understand is the significance of a regional airline operating a 50, 70, 75, 90 seat aircraft for it's mainline carrier. I understand that there are limitations by the percentages of mainline operations that are able to be outsourced to a regional partner, but why does the number of passengers carried onboard an outsourced flight matter to the carrier or (scope clause).
If United allows for 3 E-145 by expressjet/ASA from IAH to TUL, why could expressjet not utilize at 175 if cost permits and transport the same amount of passengers and only have to utilize two aircraft instead of 3. The same amount of passengers are being transported in either case.
If United allows for 3 E-145 by expressjet/ASA from IAH to TUL, why could expressjet not utilize at 175 if cost permits and transport the same amount of passengers and only have to utilize two aircraft instead of 3. The same amount of passengers are being transported in either case.
#14
Rickair....i read alot about the scope clauses of the legacy carriers with regard to the flights they outsource to the regionals. One thing i don't understand is the significance of a regional airline operating a 50, 70, 75, 90 seat aircraft for it's mainline carrier. I understand that there are limitations by the percentages of mainline operations that are able to be outsourced to a regional partner, but why does the number of passengers carried onboard an outsourced flight matter to the carrier or (scope clause).
If United allows for 3 E-145 by expressjet/ASA from IAH to TUL, why could expressjet not utilize at 175 if cost permits and transport the same amount of passengers and only have to utilize two aircraft instead of 3. The same amount of passengers are being transported in either case.
If United allows for 3 E-145 by expressjet/ASA from IAH to TUL, why could expressjet not utilize at 175 if cost permits and transport the same amount of passengers and only have to utilize two aircraft instead of 3. The same amount of passengers are being transported in either case.
2) If one large airplane could provide the same service to the customers as many smaller planes, then every flight would be an A-380 and it would only fly once a day, once a week, or once a month. But frequency is very important to premium and business travelers, so 5 RJ's is a much better business model than one 767 in most markets. To a business travelers, 1-2 hours difference in scheduled departure time can make all the difference.
A single larger airplane is more efficient (even with higher pilot wages) but not if all your customers fly on another airline which offers more frequency.
Once a day (or even every other day) works fine for many leisure travelers, but they only travel maybe once a year and the are not willing to pay premium fares. Business and premium travelers are the profit source for hub-and-spoke carriers, so they have to cater to them.
#15
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Joined APC: Oct 2008
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valid point. I see what you mean. When mainline pilot groups agree with management to relax the scope, let's say from a 70 seat scope clause to 76, how is it determined how many (76 seat) jets can fly for that carrier....does they mainline pilot group designate a number/percentage or once the scope has been raised, it's up to the regional to decide how many planes to allocate??
do you think with the 1500 TT & ATP rating coming into effect, that the regional wages & QOL will improve much or stay the same? If the wages were better than what they were, it wouldn't be so bad just making a career as a regional/contract pilot. Regardless of what you call it, it's outsourcing work...and it sounds like that's not a form of business that's gonna decrease anytime soon.
do you think with the 1500 TT & ATP rating coming into effect, that the regional wages & QOL will improve much or stay the same? If the wages were better than what they were, it wouldn't be so bad just making a career as a regional/contract pilot. Regardless of what you call it, it's outsourcing work...and it sounds like that's not a form of business that's gonna decrease anytime soon.
#16
valid point. I see what you mean. When mainline pilot groups agree with management to relax the scope, let's say from a 70 seat scope clause to 76, how is it determined how many (76 seat) jets can fly for that carrier....does they mainline pilot group designate a number/percentage or once the scope has been raised, it's up to the regional to decide how many planes to allocate??
Regionals have absolutely nothing to do with it. They are pretty much like those illegal immigrants who hang out in the home depot parking lot...they gladly take whatever work is offered, no questions asked.
Not sure why you think a regional has any control over anything related to mainline??? They are not partners, more like master and slave...
do you think with the 1500 TT & ATP rating coming into effect, that the regional wages & QOL will improve much or stay the same? If the wages were better than what they were, it wouldn't be so bad just making a career as a regional/contract pilot. Regardless of what you call it, it's outsourcing work...and it sounds like that's not a form of business that's gonna decrease anytime soon.
During normal times, 1500 hours is about what regionals hire at anyway...and they have no shortage of takers.
It's actually some of the other provisions of that law which could have an impact...if turbine, icing, and IMC time are required for 121 employment THEN you would have a pilot shortage at the entry-level.
But the regional business model is not looking very good for the future. f you have more than ten years left, the best you could hope for at a regional will be to get merged (stapled?) to a mainline seniority list.
There are lots of good reasons why RJ's may not survive long-term, especially small ones.
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