Dude Abides

Could that be the rumored displacements to NY?

Im joking when referencing your quote (no idea about growth) but not about the actual rumor, I did hear that today.

Turbosina

2 years in the 'Mormon Air Force' and I don't think I've flown with a single Mormon yet. What do you think this place is like? You think the captains are running around trying to convert everyone? Pulling out the Book of Mormon instead of the checklist? Please. It's a fee-for-departure airline just like any other fee-for-departure airline.

Then again, I'm not based in SLC...

Kforekyle

I spoke with a scheduler about a year-and-a-half ago and ask him about plans for growth and he mentioned they were running numbers on a virtual base for Cincinnati. No management strictly virtual. I'm guessing this is what he was talking about.

whoareyou311

Most likely what has already been talked about..more 200's next year.

ncsean

I've gone out and drank with all but one of the Capts. I have flown with so far. And the one I didn't was just weird, not a Mormon. I was a little worried about the Mormon thing before I came, and I have lived in Utah before. But I can honestly say I haven't even thought about it on the line. For what it's worth.

Mesabah

Switching from a bonus paid out as CapEx, to affecting Delta's bottom line is beyond stupid. The greed of pilots never ceases to amaze me, oh wait, that's the whole reason we fly RJ's in the first place.

stillcantfly

Nothing better then doing the same job in and out of the same airports doing the same profiles for 1/4 the cost love them RJ's!!!

Mesabah

This reminds me of Comair, who had seniority numbers at mainline, but decided to sue for a seniority grab, where are they now?

gloopy

You're half right. Sort of.

CMR never had seniority numbers at mainline. Ever.

They did (kind of) sue for a seniority grab, but did so indirectly. Technically it was about "the process" not the list, but the purpose of the process was eventually one list, which you could almost argue was somewhat noble to a point. However the methodology used was to take the runway, reach V1, and then figure it out. That put everything from DOH to relative to staple on the table from a theoretical standpoint, yet of that was directly linkable to them at the time.

So they never had numbers. But they thought they were going to get numbers, and they were coopted by greedy ego maniacs who though the noble "process" would get them a staple as a floor regardless, and likely closer to relative or DOH with nothing to lose.

Water under the bridge and not entirely relevant to Endeavor, though there may be some degree of overlap from a mentality perspective, I don't know.

stringandrudder

Apparently there is an issue with the Endeavor FSDO/POI. We've been back and forth with recruiters about the issue and they're going all the way up the chain of command trying to get a straight answer. My six points for validity are as follows (and please correct me if I'm wrong!)

Why can we log time in an aicraft normally requiring only one pilot?

1) 135.101
- Except as provided in 135.105 (AP in lieu of SIC reg), no person may operate an aircraft carrying passengers under IFR unless there is a second in command in the aircraft.

2) 61.51 (f)(2)
- Logging Second-in-command flight time.
A person may log second-in-command time only for that flight time during which that person: (2) Holds the appropriate category, class, and instrument rating (if an instrument rating is required for the flight) for the aircraft being flown, and more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is being conducted

3) 61.159 (c) (1) (i) and (ii)
- A commercial pilot may credit the following second-in-command flight time or flight-engineer flight time toward the 1,500 hours of total time as a pilot required by paragraph (a) of this section:
(1) Second-in-command time, provided the time is acquired in an airplane -
(i) Required to have more than one pilot flight crewmember by the airplane's flight manual, type certificate, or the regulations under which the flight is being conducted;
(ii) Engaged in operations under subpart K of part 91, part 121, or part 135 of this chapter for which a second in command is required

4) PIC upgrades at our company (and many others) using SIC time to count towards total time 135 IFR PIC requirements


5) They SPECIFICALLY do not have a problem with CapeAir's SIC time. Why? No clue. Everyone operates under the same regs, regardless of OpSpec. There is no OpSpec "requiring two pilots," only one that allows you to operate with an Autopilot in lieu of an SIC, aka the EXACT OPPOSITE.


6) Every other regional accepts the time. It's apparently just a local FSDO/POI issue!