MtnPeakCruiser

There, fixed it for you.

Shrinking airline in 2013 (we're losing 33 airframes @ 10 pilots per airframe) = 330 less pilots needed for a new pilot group size of 2500 active pilots.

I think the recruiting department is averaging 15-20 pilots per month and we're already experiencing 25-30 pilots lost per month through natural attrition (so that is roughly 300 pilots for the year). Then we have the 224ish pilots with AA seniority numbers, maybe 125 of them will flow by this August then we start to meter our "824" pilot group for the remaining 4 months at a minimum rate of 20/month ( so let's just say 80 pilots from the 824 in 2013.

My 2013 rough numbers
Other Attrition: 300 pilots
224 Flow-thru: 125 pilots
824 flow-thru: 80 pilots

Grand total of 505 pilots and that is based upon current attrition/flows, if the majors start hiring this summer that first number (300) goes up. 505 pilots lost minus the 210ish pilots recruited and you come up with 295 less pilots putting us just a little bit fatter than the 330 less pilots number I mentioned.

Rough numbers of course.

feltf4

Yup all washed up! In fact they called me today to tell me not to show up because you were worried about me washing out of training a little while ago... You're pathetic.

Gjn290

I know how you feel. I'm happy doing what I'm doing. I get all the travel bennies live in a great place, have good QOL, and pay. Is it worth moving into a bigger airframe and giving up all that for instability?

embraer

You have been reading this forum too much if you are having doubts.

feltf4

It's like a train wreck... can't look the other way..

Fourpaw

Not sure what kind of conditions others put up with as an instructor but I had health insurance, 3% retirement match, got paid 30 bucks an hour (80-100 hrs a month), got an average of 3 contract trips a month in a banana and about 5 hours a month in the right seat of something turbine.


Sounds like it might not be the same for everyone!

SkyKing466

Pretty sure you know that it's not like that for everyone, but thanks for stopping by to brag anyway

PilotJ3

This is the way I look at it...

Instructors will be part of AE. They have to pass the Eagle Interview and then pass the flight school interview.

If they get, and this is a big if, our same travel benefits (including CASS), it will be by check in time. So, if he/she checks in before other non-rev, it will be the CFI seat. Now if is a Jumpseat, the eagle pilot (not the instructor) will get it just based that the pilot is more senior. If there's another jumpseater from other company the instructor will get it, just because he is part of eagle. And I will say that the instructor it will get it also in USAir before any USAir Express pilot (PSA, PDT, MESA, RAH, etc.) just because it will be treated as AMR.

But, we will have to wait and see how it will works. This is just my personal opinion, not facts.

Gjn290

I didn't think you could be in CASS until after your checkride. How would that work with an instructor?

PilotJ3

We where in CASS in the first week of indoc at AE. I think CASS is granted with the background check.

If the instructor is part of AE, meaning he already passed the interview, he will get background and drug checked.

That's why I said that my scenario was if they get everything a AE pilot have. Now I would like to see what type of contract they will give them.