JesuitValen

While youll fly more initially on the 200 the trips are a joke. 16hour 5days v 28 or 30 hour 5 days on the 900. Where the breakeven is idk, but 900 fos are upgrading as fast or faster than the 200 fos check 1602 and 03. That may be for a variety of reasons, but someone might get an answer for that before we continue pretending 200 fos fly more.

Theres some sort of us v them on fleet you're on which i agree is embarrassing for all of us. I had a 200 crew tell me they couldnt talk to me because they were on the 200 and i was 900. They laughed it off but they didn't look like they were kidding.

Theres good things about both aircraft but if you're a fo the fms head on your side and a free meal every other day makes first year and second pay easier. Cue the "well it was fine for me when i was a 200 fo for 4 years" God I don't care. Ive worked fo on both for multiple years. They only ones trying to talk up the 200 (advent of the moniker Canadian resetjet) are the ones trying to tamp down the us v them crap. Ill tamp it down for ya. Shutup if youre new here, this is one team, not 200 v 900 shirts v skins.

Middle lineholder for a 900 guy has it better than middle line holder for a 200 guy, just look at the trips, we're simply talking math at this point. If you get offended by that or by me, don't.

The only question that matters is, how long will you be reserve on 900 waiting for the better lines. Idk. But the ssp flow is senior FOs right now from the 900 and a mix of a few captains that were not captains as of 14-04.

HighFlight

You are correct, the trips on the 900 are more efficient. Never said they weren't. But I know 200 guys who are sitting 9-20 days of reserve as newhire said, and 900 guys who are sitting 6-9 months of reserve. Some like that. I'd rather be flying inefficient trips than sitting on reserve. Maybe after I get tired of the job, sitting in my underwear at home and making guarantee will have a new appeal for me. There are two sides to every story, and we are just throwing them out there for folks to understand so they can make a better decision.

There's a reason there are 20+ year EDV CAs who have only flown the 200, and it's not for lack of opportunities. There is an appeal in the 200 for many, just as the 900 has appeal for others.

slowyourroll

I hope you mean block and not credit.

I have 25 to 27 hour 4 days all month. If you move up the list those trips are available on the 200...it's all a matter of seniority. Still not the 29 hour 4 days from before 117.

Cubs are back on. Gotta go.

Fourpaw

Republic CEO

higney85

Keep in mind class date seniority chooses aircraft by seniority by birth date. So a guy who has been flying longer already has the time, or close to it, versus a flight instructor graduate who hits the bottom of the sen list per class. I won't do generalizations, but initial equipment awards do not give an accurate viewpoint on skill set. A guy who is 10 years older and "took a break" can lead to a far more difficult training cycle compared to a guy who graduated recently and has been instructing in glass. Of course, the opposite occurs too. In the end result, you need the time and seniority; the later being less important these days. In training, some guys here that have many years have bigger struggles in upgrade training, vs guys with less time on property and less time in the type. The opposite applies too. Seniority matters, as does prep in the books, SA (HUGE in my book) and willingness to learn.

Don't knock a guy by total time or seniority number. The end result is a seniority number to upgrade, and the time to make it legal. Just because someone is "legal" is far from the truth of "able". Every pilot was hired to be a captain, it comes down to ability and prep to reach that end result.

When bidding positions, the difference of the -200/-900 is really negligible. The -900 IS easier from a systems point of view, but it still ends up in overall knowledge, situational awareness (SA), and willingness to learn. The left seat may only be 3 feet left with a pay bump, but it's a very different job when SHTF.

mooney

Maybe if your epaulettes hadn't been on upside down they would have talked to you....

higney85

A 5 day is contractually required to pay 25 hours regardless of what you actually credit. The -900 does have more efficient trip by stats, but if you sit reserve for 2-3 months vs 1-2 on the -200, the Miata driver blocks more and likely credits more. Not defending anyone, those are the facts.

JesuitValen

Yes, but as long as guys are talking about flying more hours (to upgrade) and dozens of pages ago there was at least one mention 200 fos upgrading faster because "they fly more" it might be good to remind folks of 5 days on the 200 with 14:44 hours of block.

You mean 25 hours or greater, not 25 hours regardless.

Yes i dont know where the payoff is exactly for 900 v 200, but clearly on a year and a half timeline i see a lot of 900 fos on 16-02 and -03, so theres a clear payoff.

JesuitValen

Theyre lucky here if i wear underwear. Free balling approved on 900 only.

And i sing low rider all the way to and from the active.

higney85

Take a look at their seniority and birth dates. Many are "newer hires" but have been actually flying for far longer for the time to upgrade. Can't just look at seniority numbers to make an assumption. Heck, we have some folks coming back to the company who were line and sim checkairman, with thousands of hours in both seats, that left years ago and are now the bottom of the stack. They are fully qualified, but have a present version of "life" putting them out of a current upgrade opportunity by someone here a couple years who has reached the "time" with seniority. Gotta look big picture. It can become fuzzy, very quickly.