Originally Posted by FlyingKat

Yes I have heard about the 550 issues with range from some Gojet folks. It appears it will have problems when alternates are required for flights around an hour. The problem is the weight required to meet scope doesn't leave much room for fuel. At least they were able to get rid of one of the FAs. Never flown the 700 so I didn't ask specifics, just general information that it does have range limitations. However most of the markets UAL wants to use them for are short haul stuff to ORD and EWR with business travelers and leave the longer range stuff to the 170s and 145XRs.

Look I don't like the 550 more than anyone, but this is what it is. I would love to see UAL pilots stick it to management and get every bit of flying on their property. However there are certain realities to this so we'll see where they end up. But like you, I've seen it time and again where you have mainline guys running around bragging on scope, that nobody they know in the crew room is giving up scope, and their Reps are telling them hell no on scope, we've got enough regional guys who know the importance of scope, yada yada yada and then the MEC sends down a TA with juuust enough carrots to get them to vote for scope and everyone wonders how it passed. Its one thing to puff your chest out in the crew room and pontificate, then when you are sitting in your $400,000 home looking at the boat and the sports car in the driveway, and your kids come in with their college applications and you get your ballot and you start thinking about the carrots and you vote yes. Happens all the time, and as I said earlier, all they need is 50 percent plus one to pass a contract. Not judging them either way because ultimately, everybody has to take care of their own situation, but pardon me if I'm a skeptic,

I just hope UAL pilots and management sh@t or get off the pot soon so those of us at Expressjet, Compass, Trans States, Gojet, Mesa, and Commutair can figure out where this is headed and move on. Trans States Holdings has been twisting in the wind for the last year and a half. Either UAL gets the scope it wants and molds us all into Mana Air with a flowup/down and we all hold hands and sing kumbaya (and staple Gojet to the bottom ), or they don't and we all are fighting for scraps, 550s, and 145XRs. I'm at the point I don't really care what they do but would like to get an idea what the future is for my company so I know where we are headed so I can figure out if I want to hold out for the F9 flow, head to another LCC, stick it out till I hear from the dream job, or make a lateral move.

Peace

Originally Posted by drywhitetoast

First, UA doesn't owe you any explanation. I bombed the first interview and didn't get an explanation. Second. The folks saying they have no idea why they go dropped out off the cpp during the final review. I guarantee there is a good reason. Some are embarrassed to admit. Some ticked off. It's easier when you know you have something in your background and hoping they won't catch it to tell everyone you don't know why you got dropped out of the program. But whether they admit it or not there was something in their background.

Originally Posted by airlinepilot50

Why should a pilot at Expressjet still fly here if United does not believe they should be flying United passengers? United better have an explanation.

Originally Posted by airlinepilot50

Why should a pilot at Expressjet still fly here if United does not believe they should be flying United passengers? United better have an explanation.

Originally Posted by PhantomHawk

HA! Good luck with that mentality in ANY interview you might have. The only “explanation” I EVER referred to in my comment was regarding a final review failure that isn’t one of the listed criteria. To me, that’s only fair. Any other rejection should be purely at their discretion.

You used to fly Delta pax, yet somehow Delta never owed you a job. The regional model doesn’t work that way.

Originally Posted by PhantomHawk

They’re not United passengers. They’re United CUSTOMERS. They become United PASSENGERS when they are riding on United jets. When they’re riding on Express carriers, they are YOUR passengers. When they bought a ticket on a regional carrier, the writing was right on the ticket. United Express, DBA blah blah blah.

Clearly, it’s not this simple.....and diplomacy and customer relations dictates that it never be stated this way, but there ya go.

It’s not like I don’t have experience with this. When I was flying United Express, I was fully aware that I was taking United passengers to their United flights, using United gates, and flying to United hubs. That didn’t make me a United pilot by default.

The regional model sucks. I think express carriers should all have their own paint jobs, instead of attempting to pass them off as mainline. It’s a cheap trick by the airlines. It DOES breed confusion and some resentment with passengers (and some pilots) that don’t know any better.

*btw....how is your response even related to my comment about final review failures? I’m actually on YOUR side with that one.

Originally Posted by airlinepilot50

United should force Expressjet to fire all the Expressjet pilots that failed their interview. Why would you want a pilot flying under the United name if they are terrible people/pilots? They are flying the same United passengers and have the same responsibilities as a United pilot. Your logic makes zero sense.

Originally Posted by drywhitetoast

It's that's attitude that will certainly not get you hired and shows during the interview. And I guarantee the interviewers can pick up on it. I don't doubt that this is a big reason that CPP interviewers are getting turned down. It's the "I've flown your passengers around, now give me the job" attitude.

Originally Posted by SureJetz

That's great. From your posts I see you're at United. Ever spend any time flying passengers at the regional level? What was your experience before United?