So you go to a regional for 12 days off?

Our 737 has 20 day off lines with 2 5-day trips in a month, with 11 days between them. Obviously takes some seniority to hold those trips (less than 2 years) but you work 14 days in a row only if you want to.

not to be impolite or anything, but I think you were looking for this
https://www.airlinepilotforums.com/atlas-polar/

https://www.reuters.com/business/aer...er-2024-03-04/

The mothership announced a large order of aircraft. 85 Airbus A321neo jets, 85 Boeing 737 MAX 10s and 90 Embraer E175 aircraft. The order also includes options and purchase rights for an additional 193 aircraft.

Naturally it's all the buzz on where exactly the E175s will go. Envoy has a deal to receive at least another 12? in 2024 if I heard correctly. The big speculation is where will the bulk go.... and it's likely Piedmont to replace their museum pieces, and rightfully so. I've heard from Piedmont pilots that their training department is gearing up for the 175. Manuals, paper tigers, etc seen around their property. Time will tell...

And of course this order continues to fuel the WO merger rumors. Always good fun BS chat during a trip.

I heard Piedmont employees were told today to expect E175s beginning in 2025, and that it would take a couple years to swap out their whole fleet. It doesn't take a merger to upgrade Piedmonts fleet.

I flew a former Republic E175 the other day with the signature no printer, no electrical outlet in the flights deck, a YX tail number, and an ACARS MEL. It will be annoying if Piedmont gets a whole fleet of new aircraft while we keep getting the old battered misfit E170s and E175s. Republic is pretty hard on their aircraft.

Anyone know the hours of pay Envoy does during training?

Last I heard it was 64 hours a month between Orientation and Indoc and reserve pay, 75 hours a month beginning on day 1 of Indoc. Longevity pay for DECs and high time FOs begins on day 1 of Indoc.

LOL, RPA is not any more hard on their fleet than another regional.
1) We do not use printers so why would there be one? If you are flying one around without it, then that's an Envoy issue, not RPA.
2) ACARS MEL is extremely rare at RPA so likely just a one off issue with that plane.
3) RPA gave you gave the crappiest of planes, so none of this is really a surprise.

As for the electrical outlet, assuming it's at least got the USB port? I mean, how many things do you need to be charging? (serious question). I find the USB port to be adequate and far better than the plug because the plugs eventually wear out and nothing stays plugged in. FWIW, that was some sort of stop-gap measure (Can't remember why) as all new orders have the outlet.

Haha ain't that the truth! Although seems most of those relics are in DFW these days... I'm genuinely excited when I get a 170 with a printer, that doesn't have 5 MELs! :D

Envoy has been slowly standardizing the fleet. It's been 5-6 months since I saw a plane with just a USB A plug and no printer. Envoy issues us our EFBs with a USB C/USB C charger which we plug into the single electrical outlet in the flight deck. I lost my USB A/USB C cable and had a hard time keeping my EFB alive until the end of the day. I only charge my EFB in flight. I ordered a USB A/USB C adapter this time. No printer is annoying but it's easier now we have Aerodata and don't have to run to the gate agent to print TPS numbers. It is also annoying that Envoy sends the planes out before standardizing them and changing the tail number.

Our E170s are the oldest and most problematic planes in the fleet and many of them came from Republic. It's common for them to break, have rough engine vibrations, or have 7 MELs. So when we see an E170 on our release with lots of MELs we have a tendency to blame Republic. Pilots need something to whine about after all.

HA! Speaking the truth there. I agree with you that Envoy should have made a better effort to standardize your fleet prior to entering them into service but my guess would be they needed the planes on the line after parking the 145s.

With this new aircraft order, I was wondering if Envoy had been waiting in the wings with an announcement saying the planes were going to them. The issue with 175s going to Piedmont is scope. 170s are considered a small RJ whereas the 175s are large RJ, so they can’t replace 145s with 175s. Someone who knows more about the exact formula of how many small and large RJs versus mainline planes will hopefully chime in. But I don’t think there were any scope changes in the new AA contract that would change things unless it was snuck in while everyone was either drooling over or *****ing about what they were going to take to the bank.

With an order that large, I honestly think if AA had wanted enough new 170s that Embraer would have obliged them. As far as I know, scope is literally the only reason to have 170s. The difference in operating cost is minimal and does not justify the lower passenger capacity.

With the increase in the number of mainline narrowbody jets, the number of large regional jets will also increase. AA isn't as foolish regarding these things as they are with other things. They will adjust accordingly. Whether it is taking CR&'s down to 64 seats to make them small RJs or removing some altogether, they know what they are doing. The biggest takeaway is if they want the 50-seat jets gone by the end of the decade, then why keep PDT at all? Yes, PDT is a large ground handling company, and they could keep that going, but why go through all the mess of adding a new fleet type, parts, training, etc., when your largest wholly-owned already has it all? Now more than ever, it is the time for the three carriers to come together and start working on consolidation.

My Googling found AA's scope clause to allow up to 40% of their fleet's narrow body aircraft in large regional jets and up to 35% of their narrow bodies in small regional jets for a total of 75%. I assume that the E170s with 69 seats are counted as small RJs since they helped replace Envoy's E145s and some came in with 70 seats and 1 seat marked unusable. I expect there aren't enough E170s available to replace Piedmont's E145s. Rumor has it Piedmont is getting their 60 aircraft fleet replaced with E175s. That does leave Air Wisconsin in a precarious position with AA wanting to retire the 50 set RJs.

Rumor has it AA wants to bring all its regional flying in house eventually. I think it's interesting that SkyWest announced they will be flying 20 more E175s for United. I think that either means SkyWest will be doing less AA flying or they are taking over some of Mesa's flying or both. Planespotters says SkyWest only has 3 E175s parked and they didn't announce the delivery of new aircraft. I'm hoping that means Envoy will get more of SkyWest's Phoenix flying.

I don't know how many of AA's aircraft orders are replacements and how many are growth but more AA narrow bodies does mean more large RJs. Perhaps they will renegotiate the scope to include a bigger percentage of large RJs and a smaller percentage of small RJs.

It looks like SkyWest is getting 20 additional partner financed E175s delivered in 2024. I went back and actually read their announcement this time. I guess that beats the 19 E170/E175s Envoy is getting this year. I do wonder if SkyWest can staff that many new planes though.

They did start hiring a decent amount since the beginning of December.

I have not heard a word about the Air Wiskey CRJ200s. How will they fit in this picture?

Planespotters show 34 flying, 29 parked. All are 20 years old or older.

someone from over there might know more, but I believe there was an idea to have them switch over to 700s at some point (65 seats is a small RJ per the scope). That being said, according to their thread, differences training was seized in January.

They will be signing a five year deal with Allegiant to fly their clapped out 200’s for them feeding SFB, IWA, and LAS. The no comfort, no frills is a perfect compliment to the Allegiant model.

I have a bridge in Brooklyn to sell you.

Allegiant would never allow some sort of travesty like that to happen. Thankfully turd-box 50 seaters don’t work for their model.

Sounds like United owned aircraft that are currently parked since Mesa can't staff them.

Don't expect APA to give anything on scope.

Still gonna keep hiring?
 

Now that the majors are slowing the hiring down, is Envoy going to slow their DEC hiring as well?

I think it's highly likely that Envoy will continue hiring DECs for at least another 6 months. I am basing that prediction off of growth plans (19 "new" E170/E175s in 2024, 12 new E175s beginning in 2025) and attrition (about 40 a month including flow of 16 captains to AA most months). Attrition may slow but it's unlikely to stop completely. I think Envoy still needs DECs to fuel growth plans, and if attrition slows dramatically, it will take awhile to feel the change. This is all speculation however, I don't think the people with any power are posting here. I would be very surprised if the DEC bonus isn't extended.

My sources say that everyone in the last Indoc, FOs and DECs, were all assigned ORD. A trainee in my jump seat said his class was the last one where FOs could choose any base. I bet there will be choices for FOs again after the next bid award in early April.

I know it has been answered before at some point on this thread, but any tips for Envoy's FO training? This will be my first jet. Many have told me to not study anything ahead, and trust the process. I believe we get a study packet at oreintation?

Buy the Turbine Pilot's Manual and read it. It's generic, but lots of stuff will help you make the transition.


https://www.amazon.com/Turbine-Pilot...s%2C137&sr=8-1

Just a general question but how long does the training pay at 64 hours last? does it change after IOE?

From day 1 of Indoc you are guaranteed 75 hours a month pay. 64 hours to stay home and study after orientation and before class is more than most carriers give you. Line holders are guaranteed 72 hours.

sweet thanks for the info

I could have sworn it was 64 a month until you get to IOE. It might have changed though, I have no clue.

I think there was a time when newhire FOs were getting 64 and DECs 75. Not sure about right now

I was a DEC so that may explain the difference in our recollection.