Doesn’t matter! Who is flying the plane? On whose certificate?

No regional captain (worth their salt) would ever allow a mainline pilot to displace one of their fellow company pilots.

If we mainliners want top priority access to the jumpseat then we need to stop belly aching over how hard our commute is and take back that flying. Problem solved. 🙄

Or we just follow the commuter policy and let the cards fall where they may. Management made this, they can deal with it. They are already struggling to help staff the regional model they created, and it’s only going to get worse.

As you said, hold the line on Scope and this solves itself.

Skywest.

And to add to my original post, they are the largest, about twice the size of the second largest regional. More than 20% of all regional pilots are employed by them. They are definitely in the lower half of payscales, and they aren't having near the staffing issues that other carriers are having. These facts do not really help our bargaining leverage :(.

Honest question...A UAL pilot shows up for the JS on AA 737 and there is a SKYWEST pilot there as well. The Skywest pilot flies an E175 with UAL paint but they also fly regional feed for AA. Who gets the ride if the UAL pilot got there first?

I can tell you from experience.....It isn't the UAL pilot.

Hopefully these comments will help and not muddy the water any further regarding Jump seat priority.

A. The jumpseat is "owned" by :
1.The Administrator (FAA)
2.The certificate holder
3. The Captain
Pretty much in that order. Who owns or leases the aircraft, or what airline it is marketed by is irrelevant.


In the real world airline Management has agreed to reciprocal Jump Seat agreements between airlines. ( years ago some airlines didn't allow any jump seating..Northwest Orient was one, I believe Delta another...someone correct me if I am wrong about Delta)

The key word is reciprocal. If UAL wants the agreement to read that pilots working under its Certificate have priority, then pilots of affiliated carriers in first come/first served order, then off line pilots etc, a reciprocal agreement requires the other carrier to have the exact same priority.

In other words, pilots on its certificate get the jump seat first, then United affiliated carriers (which in this case would include UAL itself) on a first come/first served basis.

If there was some sort of carve out changing the priority on the regional, it would no longer be a reciprocal agreement, and would be (in my opinion correctly so) rejected by both that airlines MEC and its Flt. Ops Management.


Not trying to stir things up. Just trying to expain that there is some logic applied as to how these agreements have evolved.

Scope is not up for sale.

Q2 numbers showed a 7% rise in CASM YOY. Putting 70 seats into an E-175 AND capping the number of airplanes to 102 (which they’re at) only worsens the CASM problem.

Bring those airplanes to mainline and they can stuff them to designed capacity and have as many as Kirby wants.

Still think we have no leverage?

No, you were wronged. It is time of check in.
Both are OAL.

So you think that a tsa pilot should have priority over a ual pilot on a Skywest jumpseat between Chicago and Newark?

Good example

Agree. We have leverage. Negative scope change will never make it past this NC or MEC. Most importantly, I don’t see it ever passing this pilot group. We are far too experienced in the downsides for that to occur.