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Originally Posted by Swakid8
(Post 3523568)
The way around it would be a experience fence hiring situation. Similar to what we see at ACMI carriers. If you have a certain amount of hours/experience, that will allow someone to get hired directly into class to bid for a NB/WB slot but your global seniority number will still be based on DOH. Those with less experience will be hired into the RJ and seat locked for a specific period of time and will be eligible to bid off until seat lock expires and required experience to bid the NB/WB fleet is met and their global seniority will also be based off of DOH…
There are ways to do it, but they'd have to make some changes. |
Originally Posted by rickair7777
(Post 3523598)
It's not about having a "right" to do that, it's about recruiting... they know mil, especially retired mil, have other options in life. That issue has actually been diluted by the rise of big RJ's flying longer stages, it's not like the ten-leg turbo-prop days of yore (under 135 duty limits).
Don't like the work? Don't do it. |
Originally Posted by rickair7777
(Post 3523598)
It's not about having a "right" to do that, it's about recruiting... they know mil, especially retired mil, have other options in life. That issue has actually been diluted by the rise of big RJ's flying longer stages, it's not like the ten-leg turbo-prop days of yore (under 135 duty limits).
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Originally Posted by flyingfiddler
(Post 3523612)
Also, Yes. RJs and A320s fly basically the same schedules these days.
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Originally Posted by rickair7777
(Post 3523703)
Not exactly. I like my transcons, and HI. But it is a lot better than commuter prop schedules... maybe better than SWA too :)
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I would venture to guess that the probationary period for low-time newhires would eventually pack a little more weight. I had one captain opine that we need a whole different division of a supervisory pilot mentor of sorts, kind of like a three month IOE.
One thing I’ve heard from a lot of captains is that even though the mil F-teeners may not have similar airline experience, their trainable nature has them caught up fairly quickly. Its going to be interesting in any case. |
Originally Posted by Excargodog
(Post 3523140)
Will that provide the same margin of safety as having someone in the right seat that has 2500 hours of flying, 1500 of that in the regionals?
or perhaps more accurately, HOW do we assure that it does? |
Originally Posted by ninerdriver
(Post 3525597)
The flying is already being done under the same banner in a complex jet. If the FO has 1500 hours and the captain has a year or two under their belt, what does it matter whether a route is flown in a CRJ versus a 737? We don't have RJs falling out of the sky due to lack of experience.
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Originally Posted by WHACKMASTER
(Post 3525598)
I’ve flown both of those jets and the 737 is certainly a less friendly place for a 1500 new to 121 pilot.
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Regarding people staying at Regionals because of the money:
Im WO AA F/O. The only change I’ve seen is not as many people bailing for LCC’s. I haven’t seen anyone staying with an offer from a legacy or UPS/FedEx, because most people know that would be incredibly shortsighted, unless maybe someone is close to retirement here or other very specific circumstances. That being said, who knows what’s going to happen. I grew up around the industry, have seen the suffering and am thrilled to be here. I drive to work, and as second year F/O my W2 will show 6 figures for the first time in my life. Pretty good gig. |
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