I am not suggesting how to pull the flying up. I will leave that up to the union and the company to decide. What I have been stating is that competitive rates of connection flying can be done here at the mainline. As you have stated the costs are getting a lot closer over the past decade. Total cost of the operations are still way off, but pilot costs are getting very close. ASA's work rules are actually really good.

My point is that, we can talk about a staple, a re-interview, etc, but in the end, there needs to be a desire to do this. I beleive that it will start with the 100 seat jet. Putting that airframe at mainline will finally put the next seat class at mainline and not DCI. That is a necessary first step. Once the mudslide has been stopped, rebuilding the shore line can commence.

Comair tried this in 2001.

In response, Delta brought in ACA, Chautauqua, Eagle, ExpressJet, Big Sky, Shuttle America, Freedom, and Pinnacle to make sure it won't happen again.

Since their pay was lower, many of them were awarded Comair aircraft out of the deal, too.

Then in Ch11 Delta had Comair pay and workrules brought back down to "Industry Average". And Comair continues to shrink.

Long story short - that's been attempted, nearly destroyed the airline, and other regionals were quick and eager to backfill.

To add insult to injury, most of the "Mentoring" I've gotten from mainline pilots sounds something like this...

"You seem like a smart guy. But if you ever want a job at Delta, you've got to get away from Comair. Go to Pinnacle or Mesa or someplace where you can upgrade fast. The pay will suck but you've gotta ask yourself, are you and your family willing to pay the price to get to mainline? Cause if you're not, then you might as well stay at Comair."

-Actual conversation with a Delta Captain and training instructor who "works closely with the hiring department".

That is because they were talking to you in the context of the current situation.
What this thread is doing is trying to change the context.

Do RJs hurt the industry? Does a bear crap in the woods? Here's the answer to both: YouTube - YES THEY DO - DOES THE BEAR **** IN THE WOODS

Not entirely factual. ACA inked the DelCon deal in 1999, and started as a DelCon carrier in the late summer of 2000. ACA's pay was higher than COMAIR's at that time. In 2001, ACA got a new contract, making that pay gap even bigger. It also set the bench mark for what COMAIR got. COMAIR didn't strike till after ACA's new CBA. Not a pay issue.

XJT being a DelCon carrier had nothing to do with pilot pay either. First off, DAL needed a place holder on LAX gate space. XJT had planes lying around that needed to be used, and offered a cheap rate. But you don't understand, it had nothing to do with pilot pay. Secondary was those initial 10 CPA airplanes had more range/payload availability than what ASA was using on those routes.

Be more specific. RJ's hurt a pilots career, not necessarily the industry.

I do remember that. AWAC and ACA (Inependance) also had their flying distributed by United when they refused further concessions. ACA, well you know what happened to them. AWAC lost their BAE 146's (the payscale that made it worth staying there) and continued to cut costs to remain competitive. Unfortunately not competitive enough to get new flying after the USAir transition. Hopefully their pilot group keeps holding the line of 50 seat pay although it will probably result in the demise of AWAC when the currenent contract for flying expires.

There is always someone willing to do it cheaper, you have to ask yourself if that person is you. I will not do it cheaper and am exploring other options to support my family while furloughed which will probably be a loooong time.

Until the endless supply of people willing to work for pennies to pay their dues ends, this cycle of undercutting each other will continue. I try to educate every young or new pilot with professional aspirations on the situation and encourage them not to make short sighted choices. Most of this seems to fall on deaf ears because they assume a quick upgrade and movement to the majors will happen for them.

The reality the way I see it is that the management at the major airlines will do everything they can to keep putting flying at the regionals and outsource (through stratigic alliances to foriegn carriers) the international flying. If this is allowed to continue there will be no careers at the majors to move on to, only jobs at the regionals who will continue to undercut each other. Why is this so hard for new entrants to the profession to understand. :confused::confused::confused:

Hate to say this but flying will continue to be outsourced until there is nothing left but a brand name contracted out to other airlines to fly the routes, that's all flying. I have no time frame in mind with this, it could be 20 years or it could be 100 years, but this is what is going to happen. The only way the trend would reverse would be if legislation was created making the mainline carrier liable in some way if a regional carrier screws up.

Ooh trust me, that will never happen. Like I said, a civil case would have to show foreknowledge of safety, procedural, etc, issues prior to the signing of an air service agreement.

Making a law like that would just reshuffle the industry. Maybe good, but it would not work in its current arrangement. Duty rigs along stand to change the viability of regional airlines.

Is that American Eagle in your comment, Eagle only feeds American..