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Old 05-07-2009, 01:34 PM   #11  
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Was looking on the Cape Air hiring info site and they also list a non-pax job. Does that exist or is that pretty much filled out? Thanks.
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Old 05-07-2009, 01:51 PM   #12  
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Originally Posted by vtbvtdk View Post
Was looking on the Cape Air hiring info site and they also list a non-pax job. Does that exist or is that pretty much filled out? Thanks.
You talking about the air mail freight 402 position? If so what they do is hire people w/135 mins and have them run those routes until they reach ATP mins and then upgrade to pax CA.

I don't work for Cape so it may be slightly different but that is the impression I got from speaking with one of their recruiters.
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Old 05-07-2009, 02:50 PM   #13  
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Originally Posted by Bri85 View Post
alot of these jobs through eaglehire only apply to erau graduates.
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Old 05-11-2009, 12:54 PM   #14  
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Any new word with Cape these days? Saw a posting on one of the job boards today, figured it's an old re-post but just wonderin if there is any news.
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Old 05-11-2009, 01:45 PM   #15  
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I got an email reply after about two weeks of sending in the resume that hiring has slowed and there are no new hire classes in the near future. Bummer....
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Old 06-05-2009, 09:08 PM   #16  
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Cape Air is soaring - Brockton, MA - The Enterprise

It’s an interesting time to be Dan Wolf. As president of Cape Air, the independent regional airline that got its start in 1990 flying just one route from Boston to Provincetown, he is facing a potentially dicey summer vacation season.

But he is also overseeing the largest route expansion in the company’s history, moving into 14 new cities in the past year alone. And he is trying to figure out how the company will replace its signature nine-passenger plane that Cessna has stopped manufacturing.

All in a day’s work, he says, projecting infectious optimism about Cape Air’s future. He is performing a balancing act to determine what level of service reductions should be implemented in the Provincetown market, which has seen a 30 percent drop in advance bookings for June, July and August.

Part of that decline has been caused by the drop in European vacationers expected this summer, scared off by the global recession and the increase in the value of the dollar against the Euro.

“(The European market) was huge last year for Cape Air because they all flew into Boston. Even if Provincetown does well this year, if it’s a drive market, that won’t help us,” Wolf said, referring to projections that Cape Cod may actually fare well this summer as people decide to take their vacations closer to home, driving instead of flying.

Still, he is optimistic that the fall in advance bookings for travel to Provincetown may not come to pass.

More travelers appear to be waiting until the last minute to book their vacations. Tourists who normally make reservations three months in advance are now booking three weeks ahead, Wolf said. While Provincetown passengers in May dropped 10 percent compared with last year, the number of Memorial Day weekend passengers was even with 2008.

Wolf is moving airplanes into busier routes from the Provincetown routes; the small size of the airline gives it the flexibility to implement nimble changes. Provincetown’s loss is New Hampshire’s or Baltimore’s or White Plains’ gain because the planes can be moved to match the demand.

As a result, there have been no layoffs at Cape Air and the airline is coming off one of its best years ever in 2008. The falling price of fuel has helped, but the company’s second highest cost is personnel. It maintains a staff of about 700 people, including 250 on Cape Cod, where Cape Air operates its headquarters, reservations system and airplane maintenance services.

It’s the maintenance operation that has become an even more critical element in the airline’s success, Wolf said. Cessna has stopped making the 402, which is the only airplane Cape Air uses. As a result, the company is spending millions buying used 402s to use for parts to maintain its fleet of 58 planes. Wolf said he expects Cape Air has 10 to 15 years left in the 402 fleet.

He has been talking to manufacturers about developing an airplane to replace the 402. Wolf has decided that a nine-passenger aircraft is the right fit for Cape Air. Wolf and his staff are on the lookout for new routes that will help the airline grow, perhaps a route to Cuba if U.S. travel restrictions are eased, using Cape Air’s Key West facility. Expansion into the Dominican Republic and more mid-Atlantic routes using the company’s new hub in Baltimore are also on the table.
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Old 06-18-2009, 04:56 PM   #17  
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Default Cape Air won't be picking up any KPIT flying

Cape Air spurns airport's courtship
Saturday, June 13, 2009
By Mark Belko, Pittsburgh Post-Gazette
A regional airline being courted by Pittsburgh International Airport to provide service from smaller cities in Pennsylvania, Ohio and West Virginia has declined the advances.

Massachusetts-based Cape Air is not interested in pursuing the flights at this time, spokeswoman Michelle Haynes said yesterday.

"It's just a question of geography and a few other factors that didn't work for us at this time," she said.

Airport officials had been talking to Cape Air about the potential for offering service from Latrobe, Franklin, Erie, Harrisburg, Charleston, W.Va., and other cities into Pittsburgh International as a means of boosting traffic and providing more connecting service.

Service from many of those cities was routine when Pittsburgh was a hub for US Airways. Virtually all of it has been eliminated in recent years with the cutbacks by the region's dominant airline.

"We're disappointed, but we're still trying to pursue other airlines and other opportunities," airport spokeswoman JoAnn Jenny said of Cape Air's decision. "We're still trying to forge ahead."

Ms. Haynes said one major factor that worked against Pittsburgh was a good highway system that allows people to get to the airport easily from some of the cities targeted for air service.

"When people can get there really easily on the roads, they tend not to go for the higher priced [air] option," she said.

"The good roads made it not a good alternative for us."

The airport also has been in discussions with Fort Lauderdale, Fla.-based Gulfstream International Airlines about a potential for providing the flights as part of the Pittsburgh Connector project.

While the airline has confirmed that it was looking for opportunities in Pittsburgh, its president said the airport's high fees were a big obstacle to a deal. Ms. Jenny said the airport was still talking to Gulfstream.

The Cape Air decision came even as the airport posted another decline in passenger volume. Traffic fell 11 percent in May, compared with the same month in 2008. It also is down 10.9 percent through the first five months of 2009 versus that period last year.

On the positive side, American Airlines, one of the few airlines recording an increase in traffic in May, yesterday started using larger 140-seat MD-80 jets with 16 first-class seats on two of its four daily flights to Dallas-Fort Worth International Airport. The airline had been using all regional jets for the flights.

Mark Belko can be reached at [email protected] or 412-263-1262.
First published on June 13, 2009 at 12:00 am

Read more: Cape Air spurns airport's courtship
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Old 06-18-2009, 05:03 PM   #18  
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Default Austin Texas?

Airport looking for Austin service
June 4, 2009
Posted: June 4, 2009, 6:20 PM CDT

Direct flights to Austin could be in the wings for Southeast Texas travelers.
Five small airports around the Lone Star State are hoping connect to the capital city through a small commuter airline, according to Hal Ross, manager of the Southeast Texas Regional Airport. Their hopes hinge on a study that will probe the idea's profitability.
"It's different," Ross said by phone Thursday, comparing the proposed service to other start-up airlines that failed in the area. "It's very different."
Airline service to Southeast Texas has been turbulent over the past decade.
In 1998, Beaumont-Port Arthur passengers could board a plane bound for Dallas, Austin, Houston or New Orleans. But since 2002, after American Airlines' regional service pulled out, Continental Connection has been the lone carrier at the airport, with Houston as its sole destination.
In 2000, Southeast Texas Regional Airport still had 89,809 passengers boarding here per year, according to the Federal Aviation Administration. By last year, that number sank to 21,648, according to Ross.
To turn that around, Jefferson County commissioners last week approved the use of up to $2,000 to pay for the county-owned airport's share of a study by Barry Clark and Associates Inc. to determine the proposed airline's potential.
Several start-ups have failed in the airport's history, Ross said, including Conquest Airlines and Austin Express. Both of those small commuter airlines offered service to Austin-Bergstrom International Airport.
"It was during a time when the legacies (large airlines) running out of the hubs were doing a pretty good job of serving the smaller airports," he said. "What's triggered this thing with Austin-Bergstrom is that passenger service to non-hub cities has shown tremendous decline."
Airline industry analysts say for a small regional airport to succeed with multiple carriers, the business model must be unique.
"It can work. Lots of times it is connected to economic development," John Infanger, editor of Airport Business magazine, said by phone Wednesday.
Infanger points to the Akron, Ohio airport that serves as budget airline AirTran's second hub. Instead of competing with nearby Cleveland, the Akron airport began serving a different clientele.
Ross said the proposed intra-state connection service proposed here stands out. The service would use nine-passenger Cessna 402 turbo-prop planes and would not need the passenger volume required to profitably operate small jets on the route.
Cape Air, a Hyannis, Mass. airline that serves four areas of the U.S. with the Cessna, has spoken with Texas airlines about such a service, said Michelle Haynes, spokeswoman for the company. Planning is extremely preliminary, she said.
According to Cape Air's Web site, its commuter flights in New England start at about $72 for round-trip tickets for a comparable distance.
"That is our niche, to provide access to underserved areas," she said by phone Thursday.

However, the Beaumont-Port Arthur airport always has been a tough market, said Mike Boyd, president of The Boyd Group, a Colorado-based airline industry consultant service.
"This has nothing to do with the viability of the community you're in," he said by phone from Colorado Wednesday. "The cost of hurling an airplane is tough."
In the past 30 years, several airlines have tried the Beaumont-Port Arthur market, Boyd said. The area's petrochemical business entices small carriers, he said, but not enough traffic originates from the airport.
"Beaumont is not an inconsequential metro area," Boyd said. "A lot of airlines have tried Beaumont, because it looks great on paper."
Service from Beaumont to Austin-Bergstrom International Airport would be a "complete waste of time," Boyd said, because too little traffic originates from Beaumont-Port Arthur.
The Southeast Texas Regional Airport can only support direct flights to locations airlines use as their hubs, such as Houston's Bush Intercontinental, where Continental Airlines serves domestic and international travelers.
Dallas-Fort Worth International, which American Airlines uses as a hub, would be Beaumont-Port Arthur's only hope for a successful second service, Boyd said.
That would entail getting back American Airlines' connection service, American Eagle, which pulled out of Beaumont-Port Arthur in 2002.
"You've got to keep banging on the door at American," he said.
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Old 08-03-2009, 06:08 PM   #19  
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I don't understand the compensation system. Particularly for the C402 captains. $15/hour sounds crazy low even for this business. It also talks about $11.50 for duty hours? What are duty hours?
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Old 08-03-2009, 06:30 PM   #20  
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First year capt pay is $15/duty hour in the states and $18/duty hour in the Caribbean. The majority of lines have a guaranteed weekly minimum of 35+ hours.

In the states any duty time over 40 hours in a week gets paid time and a half.

In the Caribbean any duty time over 8 hours in a day gets time and a half. For example 9 hours duty time = eight hours at $15 and one at $22.50

$15 x 35 hours = $525 per week = $2100 per month = $25,200 per year before taxes in the states.
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