The Useful PSA Thread
04-17-2015 | 06:50 PM
#3331
Gets Weekends Off
Joined: May 2009
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THIS^^^
For all those saying the quick upgrade has or will soon dry up at PSA, so why go there...THAT is 1 of a few very good reasons. The SAP is a tremendous QOL tool that you can't put a price on. Even though going forward we're not going to reap the benefits of CCP to the degree that some guys did last summer from my understanding, it's still around from time to time, and SAP is a more important contractual item. CCP not being as prevalent is actually a good thing, it means we're properly staffed, and trip trading can be had more easily.
Is PSA's turd any shiner than any other regional? Absolutely not. It's not all blinding sunshine and unicorns, it's not utopia over here, there's PLENTY of super screwed up things to complain about. But is it a place that's growing, where you'll realize movement up the seniority list and improvements in QOL quicker than any other regional right now? I'd argue yes. It's not that it's a special place, don't let anyone tell you that; but the thing is...it just happens to be this dog's day in the sun. Most other regionals, especially the big ones, are stagnant or shrinking. This place is growing and should be growing for awhile longer. Just because an 18 month upgrade isn't around the corner doesn't mean it still isn't a place at which you'll realize career progression quickly.
For guys new to 121, you'll see that most people don't want to, are unprepared for, are not experienced enough, to upgrade within 15-18 months anyway. A lot of new 121 guys here are bypassing, and wisely so. You'll want to see a couple of cycles of each season and its operational pitfalls, you'll wanna see diversions, emergencies, etc from the right seat first; most people are level headed enough to realize that a super duper quick upgrade isn't the end-all, be-all.
I understand why Envoy guys are angry, I really do...but the segment of the industry we're in is, has historically been, and IMO will continue to be, about the lowest cost operator. It is what it is. Nothing we can do individually is going to change that. For most, the goal is to get to the majors. I'd advise you striking wherever the iron is hottest while also enjoying some contract perks not seen at any other regional AFAIK.
For all those saying the quick upgrade has or will soon dry up at PSA, so why go there...THAT is 1 of a few very good reasons. The SAP is a tremendous QOL tool that you can't put a price on. Even though going forward we're not going to reap the benefits of CCP to the degree that some guys did last summer from my understanding, it's still around from time to time, and SAP is a more important contractual item. CCP not being as prevalent is actually a good thing, it means we're properly staffed, and trip trading can be had more easily.
Is PSA's turd any shiner than any other regional? Absolutely not. It's not all blinding sunshine and unicorns, it's not utopia over here, there's PLENTY of super screwed up things to complain about. But is it a place that's growing, where you'll realize movement up the seniority list and improvements in QOL quicker than any other regional right now? I'd argue yes. It's not that it's a special place, don't let anyone tell you that; but the thing is...it just happens to be this dog's day in the sun. Most other regionals, especially the big ones, are stagnant or shrinking. This place is growing and should be growing for awhile longer. Just because an 18 month upgrade isn't around the corner doesn't mean it still isn't a place at which you'll realize career progression quickly.
For guys new to 121, you'll see that most people don't want to, are unprepared for, are not experienced enough, to upgrade within 15-18 months anyway. A lot of new 121 guys here are bypassing, and wisely so. You'll want to see a couple of cycles of each season and its operational pitfalls, you'll wanna see diversions, emergencies, etc from the right seat first; most people are level headed enough to realize that a super duper quick upgrade isn't the end-all, be-all.
I understand why Envoy guys are angry, I really do...but the segment of the industry we're in is, has historically been, and IMO will continue to be, about the lowest cost operator. It is what it is. Nothing we can do individually is going to change that. For most, the goal is to get to the majors. I'd advise you striking wherever the iron is hottest while also enjoying some contract perks not seen at any other regional AFAIK.
Collectively multiple regional airline groups signed an agreement not to take any more concessions, your group was the only one that failed to sign.
04-17-2015 | 06:54 PM
#3332
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Joined: Oct 2014
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2. Usually the only way you would get downgraded is if there are furloughs. Details should be spelled out in the contract.
04-17-2015 | 06:57 PM
#3333
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04-17-2015 | 07:26 PM
#3335
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Can any of the recently hired PSA FO's give a rundown of a typical month. Im talking about mainly, once you get on the line and actually flying. Im just trying to get an idea of what the schedule would be like for a low senority FO.
I know way ahead of time there will be some dues paid and the schedule will suck, just trying to get a snapshot of what the time on and off will be like. Im about a 3hr drive from TYS and have family there or Im about 10 min from BNA so I could commute to CLT.
I know way ahead of time there will be some dues paid and the schedule will suck, just trying to get a snapshot of what the time on and off will be like. Im about a 3hr drive from TYS and have family there or Im about 10 min from BNA so I could commute to CLT.
This doesn't even factor in the stress of always wondering if you'll get on the flight you want to get to work or wondering if you're going to make that last flight out to get home.
04-17-2015 | 07:36 PM
#3336
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04-17-2015 | 07:37 PM
#3337
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04-17-2015 | 07:46 PM
#3338
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I have a couple of questions about the Commuter Clause. It says the following:
"Any crewmember commuting to an assignment under the terms of this program must be listed as a non-revenue passenger on at least two (2) flights with available seats no more than forty-eight (48) hours, but not less than twenty-four (24) hours in advance of the scheduled departure time of the flight that he / she expects to use to commute to work. Such non-revenue listing may be on-line in the US Airways System; or on Code Sharing partners; or off line with acceptable documentation.
Both the primary and back-up flights must be scheduled to arrive at the airport in advance of the show time where he/she is assigned to commence a trip."
1. My understanding is that listing on two flights between the same city pairs on the same date is prohibited under the US (and AA) travel rules. How are we expected to meet the requirement to list on two flights without violating the non-rev rules?
2. When it says that there must be seats available no more the 48 hours and no less than 24 hours out, how do we prove that there were seats available? Are they able to look back at the loads to verify?
Thanks for the insight.
"Any crewmember commuting to an assignment under the terms of this program must be listed as a non-revenue passenger on at least two (2) flights with available seats no more than forty-eight (48) hours, but not less than twenty-four (24) hours in advance of the scheduled departure time of the flight that he / she expects to use to commute to work. Such non-revenue listing may be on-line in the US Airways System; or on Code Sharing partners; or off line with acceptable documentation.
Both the primary and back-up flights must be scheduled to arrive at the airport in advance of the show time where he/she is assigned to commence a trip."
1. My understanding is that listing on two flights between the same city pairs on the same date is prohibited under the US (and AA) travel rules. How are we expected to meet the requirement to list on two flights without violating the non-rev rules?
2. When it says that there must be seats available no more the 48 hours and no less than 24 hours out, how do we prove that there were seats available? Are they able to look back at the loads to verify?
Thanks for the insight.
04-17-2015 | 09:12 PM
#3339
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Joined: Feb 2014
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1(a) Parker offers PSA pilots new CRJ 900 jets in exchange for concessions. PSA Pilots say no, and those jets went to Mesa.
1(b) Parker offers Envoy pilots new E-170 jets in exchange for concessions. Envoy pilots say no, and those jets went to Compass.
2(a) Parker offers PSA pilots new jets in exchange for concessions. PSA pilots say no and Parker sent those jets to Republic.
2(b) Parker offers Envoy pilots new E-170's in exchange for concessions. Envoy pilots say no and Parker sent those jets to Republic.
3(a) Parker again offers new CRJ 900's to PSA pilots in exchange for concessions, with the caveat that the airline would be shut down if they said no again. PSA pilots took the deal.
3(b) Parker again offers new E-170's to Envoy pilots in exchange for concessions, with the caveat that the airline would be shut down if they said no again. Envoy pilots took the deal.
So as we can clearly see, it's ok for Envoy pilots to take a deal in order to save their jobs,....... but it's not ok for PSA pilots to take that same deal in order to save THEIR jobs.
04-17-2015 | 09:26 PM
#3340
Gets Weekends Off
Joined: May 2009
Posts: 2,035
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