Not all, but yes some have been converted.

Ah maybe it was DAL then. Or maybe it’s both.

Do we have a master list of the travel benefits for each domicile? I know it’s different depending on what a/c you’re driving as well.

It doesn't seem that simple to me. What if DL wanted to put a clause in that stated that we could fly for other carriers, but that we were required to be at least 30 minutes late on every leg we flew for another carrier, and to cancel at least 50% of our flights for any other carrier? And that 20% of the seats must be vacant on any leg for any other carrier. You want to fly for DL? Play by the DL rules. Sure, you can put anything in a contract, but there's no way our management would sign it. Would we still fly for DL? Yes, because DL wants reliable regional feed at the lowest cost, and if we meet that, then they'll want our business regardless of what we do or don't do for their competition.

If I contract my favored lawn care company to mow my lawn, I can insist that they do not use a riding lawn mower to mow my lawn, but only a push mower. I can also insist that they do not use a riding lawnmower on anyone else's lawn as well, but I'm likely to spend a lot more money for a different lawn care company that doesn't own any riding lawnmowers and doesn't believe they'll ever want to. My preferred company is going to tell me that they'll be happy to use a push mower on my lawn, but that if their other customers want them to use riding lawnmowers, then it's none of my concern, and they'll be correct. I can only assume that this is what happened. That management felt they'll never want to operate the E2 for anyone anyway, so it was an irrelevant clause. Or at least they were given such favorable terms elsewhere in the contract that made them feel it was worth closing the door on an unlikely E2 opportunity.

I think it comes down to the scope agreement with DALPA. I believe that there are weight limits, along with seat limits, on aircraft that can be flown for Delta regional feed. Therefore, the SkyWest agreement with Delta, is conditional upon language in the agreement between Delta and their pilots.

more flying for Alaska at regional level is less major flying. Alaska needs scope. Regional pilots can’t move on and get out of subpar wages when they are happy working for said sub par wages and gleeful about it. Sad.

agreed

filler

With the way things are moving right now any ideas on how long to hold PHX. Hearing about a year, is that in the ballpark?

Pre-Covid yea about a year ish. But going forward it’s anyone’s guess, the flying in PHX has been fluctuating so much, April and May were way down but June and sounds like this summer are way up, plus they have it staffed decently well all things considering, so it just really depends on future flying from AA and when upgrades start on a consistent basis.

Pre covid, it was under a year. Currently the plug has an oct 2018 hire date but that’s a cadet date. The seniority on the recruitment page shows 12/31/2019, and they were awarded Phoenix 01/28/21. Phoenix was sort of weird, we grew massively through the pandemic while others shrank or closed. So that’s what makes it hard to tell, like how much of that was organic growth from people wanting PHX versus displacements from DTW etc they got transferred here. I’m going to err on the side of caution and say they all wanted it. Nine to twelve months was pretty typical pre covid. Rumors are that we might even grow more (whether it’s in PHX or just AA system flying is still up in the air).

Anyway yeah id say a year is probably safe once real movement starts. Today we just got an email from top management about upgrades and a reminder of upgrade mins, seemed like sort of a gentle nudge for people to update their upgrade bids. So I’d expect things to return, especially once off the street hiring starts in full swing.