I remember all the flying magazines back in the 90s where advertising flight training 0-1500 hours at a fixed cost.

I seem to recall mid 90’s it was still pretty rough if you weren’t willing to pay to train in mostly turboprops. Took some 135 experience and several thousand hrs. It started loosening up late 90’s when everyone started getting a bunch of rj’s.

If you were willing to pay, it wasn’t hard to get in. I can think of about 15 instructors I worked with that paid their money to Continental Express in 96 and were hired at mins.

Yes they were TPs, but that’s all there was except for Air Whisky or whoever flew the handful of BAE 146s for United.

Yeah I remember those days. Continental Express washed a bunch of those low time pay to train pilots out though. I skipped the pay to train and went 135 captain in various turboprops. The problem became you just didn’t build time like 121 and with everyone now having 121 jet had to go to xjt anyhow to get competitive.

Bring all the rj’s under mainline contracts, pay close to jb 190 dl 220 rates and the captain a check airman with check airman override and I wouldn’t have a problem with that. That really should have happened years ago. That’s my opinion anyhow.

If all regional flying was brought in-house. Assuming they could still staff, would Mesa through Skywest give up? What would they become if not fee for departure? Just curious about unintended consequences from such a hypothetical. Could they create wage pressure by going big flying wide body at narrow body rates.

Wow what a typical management stooge response.

Who let the management troll in here?

It is extremely apparent you have no understanding of basic economics.

All the major airlines are in contract negotiations and due to the pilot shortage, pay will be going UP.

If you artificially stop retirements for 3 years and lower the requirements for entry thus increasing the pool of available new hires THE OBVIOUS EFFECT IS WAGES WILL STAGNATE OR GO LOWER.