Yes really. Not all the past unfilled SFO spots were filled soooooo maaaaaaybe since he’s at TK he knew something more? That’s why I asked.

Yeah, new hire trying to get to IAH (SFO based) and was curious to see how many people there were in front of me trying to get there ahead of me, if possible. Yes, that is a S-2C.

That worries me. Why? Because that proves to me that management doesn't get it. They don't get the value of having our pilots fly in and out of these places. Having "TK instructors" who are not line pilots would potentially open us up to the following:
1. Instructors fresh out of college with no experience "teaching us". No benefit, no knowledge, resulting in no credibility.
2. Retired pilots who want to find a way to "get back onto the line". Think of the friends of pfred…. Think of those special pilots at CAL who were soley approved to go around the age 60 retirement age by being in the training department. Those pilots approved only by the Houston FSDO office and no other FAA FSDO.
3. Lowest bidder training (you get what you pay for).
4. A bunch of foreign nationals who speak poor English
5. Loss of control by ALPA and the ALPA training committee, no input, no oversight, no membership into the association.

I would say that if management wants this, then management doesn't care about quality. Just do CBT's for everything and lets watch our IPAD's. Stupid!

Relax. I've read that 'management wants contract PIs' for ~20 years now. They didn't get it changed with concessionary BK contracts. Is this something that our union is suddenly going to change their position on for the contract currently under negotiation? I don't think so. Even if it somehow got added to the new contract, I doubt it would get past the membership. I see it as non-negotiable as scope.

Honestly, it's unknown. About the best you can do is go through each day's snapshot and see how many pilots were in front of you. Since the final is almost always more senior, there should be a few names in front of you that didn't get the lateral to IAH.

I wouldn't worry too much; the fact that they're running a June class bodes well for the number of planned classes this fall through next spring when they try to do most of the training.

Bring that down to EFD (Ellington) we have hangar space with other UAL pilots-- Lancair Legacy, 540 Christen Eagle I, and a Pitts S-2A.

I had an S-2C back in 2008....also owned an S-2B and a S-1S before that..

Nice I’ve got an S2-C at the moment. It’s mainly doing instruction.

Look at the Category Summary. You can see the seniority numbers of everyone and where they fell on this bid.

Not trying to belittle the pay/seniority issues, but the biggest problem that I saw with those guys back in the cal days is that there was no consistency in the training department. Some trained the book, and some trained what the book said back when they were flying the line. I became a big believer in requiring instructors to be current line pilots who fly every month. Requiring instructors to hold an active seniority number solves everything. I agree and don’t really think we have to worry about this any more than we need to worry about caving on scope. We may not get our next contract quickly, but it will be a better contract.

The book has been constantly changing (and often changing back) for the past 7 years. Flight Instructors were always required to fly the line on average 2-3 days monthly, fleet dependent. The inconsistency is still there. Unprecedented growth in the department has caused a dramatic shift in the United line experience level of instructors. Not to mention the big push to fly different airplanes practically the same under the guise of fleet harmonization. Interesting times we fly in...