So you're ok with everything company wants finding its way onto our contract? Especially if every other POS regional has it?

 

That's not what NEVETs said.

He simply stated that given the FACT that is was arbitration and "industry standard" was a governing factor, he's just not suprised it showed up. I'm sure when the company was presenting their case they stressed it.

 

No, not necessarily. Xjtguy answered for me but just to add, if dual qual is something that had already been negotiated in the joint contract negotiation process, then it would have been next to impossible to keep it out of the negotiation, mediation, arbitration for these larger aircraft.

 

Instructing to me helps with dual qual. As an instructor I flew a C152/172/182, Piper Seminole, and Beechcraft Duchess each week.

 

Maybe I'll get a response on this thread so here goes:

I am confused how this works (dual qual) when you have a base specifically to one equipment. Does this mean that an ATL CR7 pilot can have a trip that originates out of DTW on their line or even have a trip originate out of IAD/DFW on the 200 in the same month?

 

No. Youre still based one place, youre just qualified to fly all three variants.

 

In theory yes. But you can bet your butt when they are short you will be conveniently based where ever the heck they want. Sort of like commuting positive space paid.

The two problems I see with dual qual is:

A.) when you dead head you are paid on the cheapest rate. Min days are also usually paid as the lowest rate too. I would imagine on reserve if you do not touch an airplane, such as on Ready Reserve but you are paid for an assignment it will also be paid at the lowest rate too. That in itself is a concession.

B.) You are part of a union. Meaning you must BARGAIN for things. As stupid as it is, it's part of the negotiation process. So if the company wants it, there must be a trade for something to benefit you as part of the union. It stands as leverage when you hold that non-dual qualified in your hands. Once you give that up, you pretty much have nothing left to bargain with.

 

One thing some may not realize: with dual qual you are paid a base rate, then an overide for any 700/900 flying. But your vacation time, sick time, training is all at base (50 seat) pay. So anyone who is currently flying 700/900 will get a heck of a pay cut when you factor in all of the additional credits, as well as having to fly 50 seat trips.

 

From what I saw in the email about the arbitrated large RJ rates at ExpressJet, they are using a seniority based system instead of an override system. The seniority based system pays a percentage of senior pilots coinciding with the percentage of large RJs the higher rate, regardless of the equipment flown. A junior pilot could fly the large RJ only and would still be only paid the small RJ rate. This makes sense to me seeing how (ASA) has always thrown the junior guys under the bus.

 

It is good news. Once Delta starts hiring you will really begin to see some movement.

I wonder if United tells its regional feeds hiring department when they offfer one of their pilots a job. Would give them a heads up for planning future new hire classes before the pilot submits his 2 week notice.