Imagine a US domestic airline, we'll call it "New York Air," that decided it wanted to fly to London and Acapulco, both from New York City, their hub. A normal airline would base their crews in New York, maintain an FAA air operator's certificate, and pay them according to US labor laws.

But, what if, to save money, this airline set up a subsidiary, headquarters in the Cayman Islands, called "New York Air International," and had their crews "based" in Acapulco, and flying trips through New York with a five day layover there without a hotel on their way to London, where they would stay 24 hours before returning back to New York for another long layover. Their domestic pilots don't have a scope clause in their contract, so they wouldn't be able to bid the international airline, but the new subsidiary could hire anyone (Mexicans, Russians, Lithuanians, whatever - ) who had the right to live in Mexico and could get a Cayman Islands ATP. In the beginning, of course, they would attract some US pilots who would just live in New York, but eventually they would find that it would be cheaper just to take anyone they could, all the while ignoring the onerous US labor protections that their domestic airline would be subjected to.

How long would the Uniteds and Deltas of this world be able to hold out before trying the same thing?

This is essentially what Norwegian Air International is trying to do.

I agree, but the discussion is on allowing FoC and what that can erode into. Who will QC NAI, Ireland? USA? Norway? Thailand? Who can, in this setup, revoke pilot certificates? What if two countries have audits and find different results?
On a separate note can a pilot legally for as a "contractor" and be issued a 1099, or equivalent? If he is a "contractor" for NAI can he manage his "company" and send someone in his place if he gets sick?

You can't be a 1099 contractor if a company can schedule your activities.

It's safe to say the title of this thread is ignorant and long term regional pilots will not be saved is this scam happens. The regionals were meant to be a short term job. 9/11 happened, the economy crashed, and the retirement age raising to 65 caused a lost decade with no movement to the majors. That is just bad timing. Wrecking the entire industry is not the solution.

The FAA already has authority to conduct ramp checks of foreign airlines, just as U.S. airlines are subjected to ramp checks abroad.

As was mentioned, a 1099 could not be used because the way that the tax code is written.

Rarely has a single post summarized a three-page thread full of sour grapes and victimhood so succinctly and accurately. Top marks, Hockeypilot.

"I didn't make it to the big leagues so screw the profession. I'll gladly fly a 787 for a nonunion foreign operator for barely more than CRJ CA pay, cuz ... well, cuz ALPA should've handed me a job at a major, dammit!"

MD-11 would have made a wonderful October 1983 SCAB at CAL.

Well, they had far better careers than any regional pilot of the last 15 years... so what's your point?

Tool, disgruntled, jerk, ignorant, idiot, jacka$$..... If you feel the need to describe me that way, that's ok, I will own it. Throw more at me if you will, that is ok.
I will not own the scab comment though...
Back to the meat of the matter-
Regional guys/gals have been slunking in the trenches for quite some time carrying American, United, Delta and Airways pax at stagnant "C" scale rates.The rest of America is moving forward in pay and benefits. Homes, cars, food and other material items are steadily increasing. How long will you slunk it out? Just maintaining your current lifestyle will be rather difficult without some type of side work.

Foreign carriers, such as NAI, would be an excellent opportunity for regional folks. Working for them would greatly increase your monetary standing and quality of life. Yes, more foreign carriers probably would hurt the big boys but honestly, who cares? Why defend and protect entities that most likely won't hire you anyway?

Our government will likely not allow anything like NAI to succeed. Better to keep most you in the Major's Gulags. In the unlikely event that something positive does occur (NAI granted rights), maybe preparing by getting your EASA license is in order?

Listed is a few training providers that canassist you in converting your ATP.

http://www.faatojaaconversion.com/

http://www.bristol.gs/the-easa-atpl/

http://www.traxair.com/jaa-easa-professinal-pilot-course/

http://www.naples-air-center.com/flight-school/easa-formerly-jaa-flight-training/multi-engine-instrument-rating-conversion/

http://www.easalicense.com/

Since leaving the regionals (corporate pilot now), I have tripled my pay and have time/money to fly a T-6. The decision to leave was difficult but ultimately it has paid dividends. How many of you competent, highly qualified pilot will continue to sit on your hands and do nothing?

MEMbrain, respectfully.... my first flight lesson was in 1985, flew often on Frontier Airlines Convair 580's, Hughes Air West operating out of LAS was common, PSA flew MD-80's. As I aged (with children mind you), a new airplane came out,,, it was total crazy! It was an Airbus A320. I maintained INS systems before laser gyro's on 747's... I remember when a good used P51 was $150,000. You might be wrong about me and the entitlement generation thing...