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Originally Posted by acl65pilot
(Post 1142004)
That is exactly what a lot of the pilots telling me they are looking are saying. There are even some junior capts looking at bailing if this contract does not restore a lot of this career.
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Originally Posted by Superpilot92
(Post 1142044)
fedex second year is 118 on 727/757 and 144 on everything else, thats more than our 7 year 757 guys for 118.
looking at 144 for second year on everything else, well our 12 year md-88 CAPTAIN is at 168, not that big of a difference when you consider you're talking about a newb at fedex and 12 year captain....:cool: its a no brainer for alot of people to bail for that opportunity. I would consider it if i had "the right stuff"...especially if pay doesnt come back on this contract The FDX 2nd year pay at a foreign domicile is quite a bit more than the hourly rate suggests. There are a number of incentives that come along with the FDA. The HKG guys are on widebody pay with a greater housing allowance. The CGN folks are on narrowbody/757 rates with slightly less housing allowance. Lately any newhire could go to a foreign domicile, but not be assigned there without requesting it....pm me if you want details. Regards, BG |
Originally Posted by Bill Lumberg
(Post 1142083)
I saw an ALPA rep yesterday in the ATL airport (he identified himself and said he was going to DC for upcoming meetings). I asked him about the upcoming contract and possible raises and he stated "AMR has changed the game." I actually put him in his place saying "We already have done things in our BK that AMR has yet to do (PBS, loss of pensions, etc), and our airline is also nowhere close to AA in terms of losses. Our airline has done VERY well." He tried to back track of course, saying "Of course, of course" but I told him stearnly that the DPA was catching on, and if this future TA is weak, he should expect to go back to the line full time." He didn't like that, but I think he got the picture.
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Originally Posted by Bill Lumberg
(Post 1142002)
Wait, we used to fly nonstop from MSP to HNL, but then dropped it, so obviously there aren't enough people in Minnesota or the upper Midwest that want to go to Hawaii. Nope, not enough.
Or Cargo. Or Florida. Or <130 seat jets (that we fly). Or Boston. Or anywhere on the west coast. Or Europe. Or actually running an airline that operates airplanes. There is only money in outsourcing and capacity pull downs that allow your competion room to grow and keep their costs perpetually below yours. Canihazbonus now? |
Originally Posted by Thrust Normal
(Post 1142094)
The fact is though, AMR BK is a game changer.
Dont let this psychological "play" get to you. Let them try to run an airline without properly compensated pilots. Everybody has their limit. ALPA better not become management. I honestly think ALPA is tight lip and will come out of the gate for restoration plus inflation. If not, SHAME ON US. TEN |
Originally Posted by gloopy
(Post 1142098)
there is no money in hawaii.
Or cargo. Or florida. Or <130 seat jets (that we fly). Or boston. Or anywhere on the west coast. Or europe. Or actually running an airline that operates airplanes. There is only money in outsourcing and capacity pull downs that allow your competion room to grow and keep their costs perpetually below yours. Canihazbonus now? Ten |
Originally Posted by acl65pilot
(Post 1142000)
Furthermore, if we are the airline that buys Kelly's 717's it makes more sense to create a long and short program to the jet and have everyone propositioned on the 88.
But I still wonder how much of a short course it would be. Best case I would guess would be like a 320 to 330 type of a program. That's all well and good, but it would still be a new category that would generate multipile system wide rebids regardless of freezes. Add in the self imposed training onslaught just to "save" a few clicks on the pay scale for a year or so before another self imposed training onslaught just in time for the big retirement wave and it really makes you go hmmmmmmm. HI and AS wouldn't generate much if any capacity pull down. Not enough to even make a dent in imminent hiring anyway. Large pieces of AA, USAir and/or JB on the other hand, would represent a golden opportunity to slaughter our seniority list by adding capacity just to dump large portions of it and taking the bulk out of DL pilot's careers. Either that or there's some serious 4th floor giddiness over potential future cabotage in one form or another. |
The upcoming displacement bid will be very telling.
http://dl.dropbox.com/u/25953519/risk.jpg Reducing Risk The lack of early-outs for pilots along with the consistent message from flight-ops that we are overstaffed and will displace from the top tier equipment, makes me wonder about the meaning of the above slide which was shown at the Delta Investor Day last December. Sounds more like poking a stick in a hornets nest than reducing labor risk to me... I guess "it's all good news!" Cheers George |
Originally Posted by Thrust Normal
(Post 1142094)
The fact is though, AMR BK is a game changer.
Delta will be there to pick up the pieces, whether it's a high value corporate account or a hub in Florida. Our revenue is growing and our bottom line shows a vast profit. Our management can point to a flagging AMR all they want, it's not a comparison they'd make unless they wanted the same enthusiasm from their employees. Things are going to get very ugly over in Dallas as the water starts coming over the gunnels. |
Originally Posted by FlyingSig
(Post 1142017)
FOR IMMEDIATE RELEASE
February 27, 2012 Contact: Les Dorr, Jr. or Alison Duquette Phone: 2xx-xxx-xxxx FAA Proposes to Raise Airline Pilot Qualification Standards WASHINGTON – The Federal Aviation Administration (FAA) today proposed to substantially raise the qualification requirements for first officers who fly for U.S. passenger and cargo airlines. Consistent with a mandate in the Airline Safety and Federal Aviation Administration Extension Act of 2010, the proposed rule would require first officers – also known as co-pilots – to hold an Airline Transport Pilot (ATP) certificate, requiring 1,500 hours of pilot flight time. Currently, first officers are required to have only a commercial pilot certificate, which requires 250 hours of flight time. The proposal also would require first officers to have an aircraft type rating, which involves additional training and testing specific to the airplanes they fly. “Safety in all modes of transportation is our number-one priority,” said Secretary LaHood. “This proposed rule reflects our commitment to the safety of the traveling public by making sure our pilots are the most qualified and best trained in the world.” “Our pilots need to have the right training and the right qualifications so they can be prepared to handle any situation they encounter in the cockpit,” said FAA Acting Administrator Michael Huerta. “I believe this proposed rule will ensure our nation’s pilots have the necessary skills and experience.” Other highlights of the proposed rule include: · A requirement for a pilot to have a minimum of 1,000 flight hours as a pilot in air carrier operations that require an ATP prior to serving as a captain for a U.S. airline. · Enhanced training requirements for an ATP certificate, including 50 hours of multi-engine flight experience and completion of a new FAA-approved training program. · An allowance for pilots with fewer than 1,500 hours of flight time, but who have an aviation degree or military pilot experience, to obtain a “restricted privileges” ATP certificate. These pilots could serve only as a first officer, not as a captain. Former military pilots with 750 hours of flight time would be able to apply for an ATP certificate with restricted privileges. Graduates of a four-year baccalaureate aviation degree program would be able to obtain an ATP with 1,000 hours of flight time, only if they also obtained a commercial pilot certificate and instrument rating from a pilot school affiliated with the university or college. The proposal addresses recommendations from an Aviation Rulemaking Committee, the National Transportation Safety Board, and the FAA’s Call to Action to improve airline safety. The proposed rule can be viewed at: Public Inspection Documents The public may comment on the proposal for 60 days after publication on February 29. If they kept it 1500 for civie FO candidates, it would guarantee that not only the university programs but also the other 141 and 61 schools would be able to get more instructing out of pilots before they lose them. The problem is getting qualified pilots into and through the pipeline, not getting them hired soon enough. Cannibalizing the CFI's sooner just to appease the RAA spastic "by any means necessary" mentality for covering flights means fewer instructors with less experience to train an increasing demand for new pilots. That was some of the dumbest airline lobbying I think I've ever seen. That extra 500 hours is nothing and will happen in a matter of a few months yet would allow each CFI to train more future pilots, which will be necessary to cover not only "normal" attrition/wash out rates the profession at that stage has always seen, but poor return on investment generated attrition if the career doesn't start to improve. Some of the colleges probably lobbied for it on the assumption that it will be a huge selling point to new pilots. But being able to skip 500 hours that someone else is paying you to get and that you will build in a few months is a very small carrot that probably isn't going to justify the enormously higher costs commonly associated with those types of schools in the first place. |
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