dudes...I'm not to the airlines yet but I'm thinking this is a good thing. My plan is to fly 135 operations until I can get on with a major. I have seen too many guys get stuck at the regional levels plus I know the 65 thing has potentially lengthened upgrade times. However, the baby boomers are going to be retiring in droves and they make up a large percentage of pilots. There will be jobs eventually...so it's all good y'all. it's all good.

 

Hopefully is the best answer!

For one of two reasons:

1. The airline in question is growing and is now able to re-accept their heavy routes and let the CRJ's do what they were intended to do - serve the smaller cities that couldn't support a bigger aircraft or farm the new cities until they reach larger aircraft status. Since 9/11 - the RJ's have been used to lower the costs of operation for some "light" routes.

2. The more 737's that take over CRJ/ERJ routes the better chance you have to make it out of the RJ's and land at a major. The better chance for the industry to return to higher salaries also exists with this model.

 

Not to burst your bubble but unless your extremely well networked, the FAR 135 pipeline to a major is a hard battle that needn't be fought. Mind you, if the pay at the 135 level is keeping you married, then you might reconsider my statement. It isn't impossible to land a "Major" job by that route but it is certainly much more difficult. For instance, there were only 3 corporate guys in my class of 25 at my major. These corporate guys were mostly 91 and one was 135. The rest of the class was divided up between military and regional pilots.

Why is working at a regional helpful? Well, for one thing, your friends from your regional will be moving on someday and they'll remember you. They might even write you a letter of recommendation or sponsor you for employment. At the least, some of your regional contacts will fill you in on the inside scoop at their airline. Plus, it's easy networking. At a regional, everytimg you have a dinner with your crew, you're networking. Play nice, do a great job and who knows where you can end up.

It worked for me...

 

This is great news!!!


With the exception of that one clueless person early on in the thread, it is great to see that everyone realizes this is a good thing. I like Skywest, but they have plenty of planes and plenty of growth. This will not hurt anyone at Skywest. It will be great to see United (or any other mainline) getting their planes and routes back.


I have flown to EUG on Skywest a lot. My brother lives in Eugene, my parents live in SFO, and I go to school in DEN, so I have flown SFO-EUG, DEN-EUG, and even PDX-EUG alot.

In 2002, United used to run 3 flights from SFO-EUG (a mix of A320 and 737's). When they downgraded to 6 CRJ-200's, the route was always full. I had such a hard time getting up there on a weekend. Even with the 70 seaters the flights were full. So I am glad to see United has made this high density route mainline again. The DEN-EUG has 2 CRJ-700's, and they carry a good load, but they are almost never full. So maybe DEN-EUG is an RJ route (either 2 CRJ-700's or 3 CRJ-200's).
RJ's have a place. They are designed to serve smaller communities and less popular routes that cannot support a mainline jet (DEN-MRY, SFO-GEG, etc...) Without RJ's, many of these routes would not exist. But I really hope that mainline airlines start replacing RJ's on higher density routes (SFO-EUG, SFO-ONT, SMF-LAX, LAX-PHX, and BOS/JFK/LGA/EWR/IAD shuttle routes)

 

I'd guess you see fewer 91/135 pilots in a major airline newhire class compared to regional guys simply because there are fewer corp/charter types that presently want into that segment of the industry, whereas for regional pilots it is the most logical step up on the career ladder.

Its easier for airline pilots to network with other airline pilots, just like it is easier for corporate/135 pilots to network with corporate/135 pilots. While its difficult to break from one segment into another without good contacts, my experience has told me it is MUCH more difficult to go from 121 to 91 without strong networking than it is from 91/135 to 121.

Bottom line is no matter where you work (121 regional, 121 major, 91K/fractional, 135 or pure 91) make sure you network all segments of the industry and keep those relationships active!

 

yea this is great and nobody should worry. it just means instead of every regional hiring 700 pilots each this year, theyll hire only 400-500 instead

quit freaking out people this is a good thing!

 

No one here is freaking out. The exception is the pilot who started the thread.

 

I agree, this is good news for the long term minded in the pax business. First, it sucks to lose a job in this business since they can be hard to come by so I feel for the Big Sky/Skyway types, fortunately things are hopping at the regional level right now, so that shouldn't last long.

When I was flying Saab's at Eagle I knew the mainline boys were blowing it when they were too good to fly the F70's much less the F100's. Now every time you get a new shiny RJ, it seems the wide eyed youth flying it doesn't realize it will be that much longer before he gets to fly a bigger, older, less shiny jet.

Unfortunately the reality of this business is basically a zero sum game. Much of the regional growth came at the expense of mainline flying, and the reemergence of mainline flying on RJ routes will come at the expense of the regionals.

And this boys and girls is why, with the exception of the 8 months I spent as a Saab driver, I am a freight dog.....

 

2 things. #1, I'm not freaking out, and #2, I'm not a pilot...yet.

I really hope this is where the industry is headed. I want to build my career and work up to the majors, and this will help my chances in the long run, even if getting the initial regional job is slightly more difficult.
Almost forgot about LAX-PHX, that is a route that desperately needs to be mainline. Passengers have to choose between US Airways and Southwest, which have large, spacious mainline aircraft (well, mostly in the case of USA); and United Express with their small uncomfortable CRJs.

SFO-ONT was mainline, then nonexistant, then TED, then UEX. I was fortunate enough to fly the route on TED, before it was downsized.

As for the role of RJ's, United still doesn't appear to have a clue when it comes to LAX. They're opening RJ flights from LAX to AUS and DSM (I didn't know they had that range!). But, other airlines are using RJs for their intended purpose, and opening smaller cities like Santa Fe.

 

Just wondering, does anybody have any good numbers on fuel burns vs seats between a 737/500 and a CRJ 700?? Would be interesting to compare. Thanks