Scope is an area that can always be improved. Like pay, benefits, work rules, vacation and on and on. I am simply stating our scope has done its intended job fairly well. History and pilot/fleet count support that position. Cary on though…..

 

^^this…heard we had 800+ out this time last year

 

I was just asking because to me it seemed that your statement contradicted itself. Thanks for the clarification. Although I attribute pilot/fleet count more on the economy and e-commerce than anything else. As far as I know, none of the big 4’s scope allow them to outsource any aircraft the size of any of the fleet their seniority list pilots fly.

 

Your welcome! Last I heard 50% of the domestic passengers are carried via regionals. Some of the big 4 have given away almost all or a large majority of international flying with JV agreements. I don’t think basing it on an airplane size has anything to do with the fact that you either fly it or not.

 

Not sure where you heard that but that’s very inaccurate. Ex. DL has brought most of their flying back to mainline. Roughly 15%of lift is on RJ’s. International is another story.

 

The mix of regional versus mainline flying is changing as we speak. As someone else wrote, DL has insourced much of their regional flying and UA is in the beginning of the process as well. As for JV, that is a good example of good scope. Delta has weak JV language in their scope section as opposed to United who has more widebody flying than any other US airline. Delta has the least but at least their pilots have put their foot down and demanding changes to JV scope. Here, crickets. I guess as long as we get a check every few years for the outsourcing…

 

Nothing has changed in any of those airlines scope language that I have seen perusing the threads. None of those airlines have had a change of scope language or a new contract in over five years. The most recent UA TA that failed didn’t appear to have any tighter scope language. That was a point of contention on the UA thread. Any reduction in regional flying is not due to scope language changes but the industry is my main point.

From reading the DL thread it appears they have an LOA to make changes to JV agreements but it has not been implemented and is at a stalemate.

Lets hope we get some Scope improvements. As of now it appears what we have has worked fairly well when stacked up to the rest of the industry. At my previous legacy, at that time, more than 50% of our domestic flying was regional feed.

 

From the DL thread


If you are switching Aircraft AND base, then the first conversions of the posted AE must be after your 12 month anniversary. Normally the first conversions will be the first bid period after the AE is posted. So if you are hired Oct 4 2022, and a bid next year closes where conversions begin Oct 1 2023, you will not be eligible to break your seat lock, you will have to wait until the next AE. And once you get an award most AE's have 9 months to actually train and convert you, so theoretically under a worst case scenario you could just miss an AE at 11 months, have to wait until say 15 months to bid, and end up converting where you want to go at 24 months. There is no real way to control or predict any of those variables.

Having said all that, the company can, at it's own discretion, give a new award to a seat-locked pilot. It's not super common, and really dependent on where the company is hurting the most staffing-wise, but even if you are under a seat lock you can submit a bid for whatever you want and cross your fingers that the company awards it. A seat lock does not prevent you from bidding, it just means the company doesn't have to honor your bid.

 

Haven’t seen updated class drop info for a while and I know there’s been at least one new group of new hires since this page was last updated??

 

I believe there was 1 class last just less than 2 weeks ago. Going forward until the end of the year there will be 1 class per month.