I hope it doesn't. Good for discussion though.

That's what I said, the FAA will want CA's with PREVIOUS experience, who are in the ballpark for the established majors (who will be calling a lot of folks about the time this thing is ready to fly).

Spirit can hire regional FO's with 2,000 hours and no PIC... Moxy cannot initially.

There is no set regulatory requirement for CA experience at a startup, but that's part of what goes into issuing a 121 certificate... who are they issuing it to? If the FAA isn't happy with the initial cadre, they will not issue the cert. To make matters worse, most of the initial cadre will need to be LCA as well, and some of them will need previous LCA experience to prime the pump.

If they decide the be the "non college degree airline" that might get them enough of an initial cadre.

Or maybe not... how many senior regional lifers are going to give up massive seniority for a startup with an uncertain fate?

That's what I was saying, he's going to have to come in pretty darn high to get the experience he needs for initial cadre. He has to offset the startup risk, at a time when stable majors are hiring many and paying very well.

Only way around it might be to hire the initial cadre at a contractually guaranteed level of compensation, and then set a B scale for new hires later on. The usual startup trick of promising more later is probably not going to work in this climate. It worked in the past because airlines were going BK, and you could find CA's from L-US, Indy Air, Midwest, ACMIs, etc.

Maybe. No one will have longevity though. Right now 20+ year regional, fractional, and ACMI CA's are leaving for the big six.

I'm sure many would, we see that right now with the ULCC's.

But with ULCC's, LCC's and even some legacies struggling with applicant quality, it's going to be even tougher for a startup.

The only thing really to discuss is how long would it take for JetBlue to receive their first CSeries (if they go that route), if Airbus/Bombardier are at capacity filling orders for other airlines.

Next thing I'd guess is JetBlue might really see the opportunity in the CSeries and put an order in for here, instead of the E2s. If "Molly" can do the smaller airports with the CS300s, why not JetBlue?

He may be planning on buying an existing 121 cert with aircraft and pilots, adding the CS300 would be easier than starting from scratch. I know of several supplementals that are for sale

That would be easier. As long as enough CA's and instructors are willing to come with it. The paper can be sold, but the pilots don't HAVE to go with it...

Why aren’t they focusing on growing JB instead of starting a shadow airline. Its all the same people running this. Maybe not a “spinoff” but that gets them around scope possibly.

The CS300 is very versatile airplane - and Neeleman knows it. The E2 has fewer seats, less range and it can’t compare ergonomically to the CSeries. What’s remarkable is that Neeleman becomes a big proponent of the CSeries while simultaneously operating one of the largest E190 fleets out there with Azul in Brazil (and JB before that). I am betting Embraer ain’t too happy considering both JB and Spirit are evaluating both the CSeries and the E2 these days. This speculative order for 60 airframes is a BIG vote of confidence in the CS300 and what it can do...

I’d say the decision was between the CS300 and A320 NEO.... those to me are as comparable as E195 and CS300 are.

It’s the old jetblue people. Not current b6