aewanabe

Joe, you're getting way too defensive here. Bunker is not saying he wants a lower 190 differential, but is saying you ought to read the tea leaves that our own MEC is putting out. With DL's new TA and the fact they are getting CS100s, we should absolutely be using that in our contract comparison. But at this point we aren't. It might be worthwhile to share your thoughts on that with the NC.

A little blewjet history: the first four years the E190 was on property it paid nowhere near 90 percent of 320 rates. When I was hired in 2007, the company had just reduced 320 first year pay to 47/hr, and brought 190 first year up to 47/hr from 36 the year before! Second year 190FO pay was 50/hr, where second year 320 was 57... 190 FO TOS was only 60/hr in year 12, and while I don't have the CA rates at the time memorized TOS was just LESS than 100/hr.... about 66% of 320 TOS at the time. Similarly, FO rates on both jets did not equal 69% of equivalent CA rates.

The 90/69 differential didn't come into play until PCRB2, and as the company was staving off the JBPA drive in 2009. We started viewing the 190 as our small narrowbody and the 320 as a medium narrowbody, and looked at other carriers with both in their fleets for industry-standard practice. The company agreed to the 90/69 differential both to help thwart JBPA and to reduce training cycles of guys fleeing the 190 the second seat-locks were up.

I'm in the unique position of having flown both jets in both seats here. Nearly 10 years on property makes me an extremely junior 320 Captain in my base, but I can tell you I worked harder as a 190 CA with a mid-seniority line than as a RSV 320 guy (minus the occasional redeye, which still blows). All I'm gonna say is this: I want more money for my seat, and especially for flying a 321 with 50 more seats.... but to the Bus guys, especially junior ones, who say "let them eat cake" on the 190 rates, guess what happens when the differential increases? That's right, every guy senior to you who was camping out for QOL, comes flooding on top of you. Just saying, careful what you wish for.

2FAST4U

All right guys enough on the contract talk. I was on our last p2p call and they encoraged us to stay off online forums like this one discussing contract talk. Lets go back to speculating on how junior the upgrades are going to go this latest system bid. Any thoughts??

rvr1800

190 ca- 2350
320 ca- 2200

P-3Bubba

Look out cook out!

Jblue management infiltration!!!!!

Let's talk about rainbows and unicorns, while we drink blue juice and celebrate the highest 190 rates in the industry!!

-Bubs

2FAST4U

How many management guys do you know in P2P? Dont' take my word for it, ask any P2P guys you know.

2FAST4U

My guess 190 CA stays in the 2400s
And JFK 320 CA goes back up to 2100s

CaptCoolHand

Actually he's correct. Take it to the ALPA board.

Flyby1206

190- 2550
320- 2325

Those LGB openings will send some transcon JFK commuters back west. And with the good number of MCO/FLL openings I think we'll see JFK CA slots go really junior. I'd also expect a bunch of 190 CAs jump to the 320, driving that upgrade even lower.

BeatNavy

Delta pilots discussing needs, wants, must haves, no go gives, etc. on here didn't seem to detract from their negotiations or their final product. In fact every other airline's boards here have had that discussion during negotiations. But let's be different and zip it and hope for the best. I'm sure the company will give us a great deal.

BlueJetDork

Pay Findings

Base Rates

1) JetBlue pilot base pay rates are below industry average for all seats.

Equipment Differential

1) Status Pay is not the industry standard of establishing pilot pay.
2) 90% pay differential between aircraft groups is industry standard for Captains.
3) The pay differential between aircraft groups at JetBlue is variable from 68% to 72%.