These big vacancies should mean more hiring classes than what was projected right?

 

It’s a wonder the proud pilots of TWA didn’t make similar historical arguments while integrating with AA almost two decades ago. Seriously? Can we move past this pre merger comparison crap? The truth is we are both better off merged than either would have been separate.

 

Can we just agree that our pay scale is strange...

737-900 pays the same as A320 which pays different than A319 which pays the same as 737-700 which pays different than 737-800 which pays the same as 757-200 which pays different than 757-300 which pays the same as 767-300 which pays different than 767-400 which pays the same as 787 which pays the same as 777 which paid the same as 747

Got it? Now let’s get back on topic.

 

Imagine I gave you 20 bucks for every A you got on your report card. I was supposed to give you 10 bucks for a B but you did a good job so I gave you 20. Would you then complain that As should pay more than Bs?

 

That certainly has been the trend. They have added a second class to each of the last several months and have now done so for Nov and Dec as well.

In the communications from Manpower Planning, they have said on multiple occasions that they are attempting to fill every training slot that the Training Center can handle as we go forward. So, each vacancy bid is both targeting the long term plan of the summer of 2019 staffing needs as well as the short term plan of what training slots do they have available. The current bid was reported as smaller as it is intended to fill the remaining open training slots in January. In the same communication it said to expect another vacancy bid in December that would be larger and that they hoped to be able to communicate the summer of 2019 international allocation chart. This is just a list of what aircraft will be flying what routes for the summer of 2019 out of all the hubs, but is more important this time as we will receive 9 787-10s before then and they will (apparently) make up a good portion (or maybe all) of the flying out of the new 787 domicile in EWR. Whatever they use those new aircraft on it will certainly have a ripple effect across EWR intl and potentially elsewhere. Hopefully it will also be timed with some new route announcements!!!

Either way, I would be surprised if we don't continue with at least 2 new hire classes a month. The trend has been to wait until somewhat close in to announce the second class, but I don't think that matters much to the process of actually offering a class to a new hire, as we still have pilots on furlough-bypass for another 10 or so months that have up until 30 days prior to the class to notify UA of their intention to return, so no new-hire will get the offer of a class until 30 days out anyway.

 

yes because now you have made Bs $20 so the price of an A which is better should be increased. You doubled the B so that make an A now worth $40.

Unless of course the extra $10 for a B was performance based bonus. Then of course you would have to even out the bonus to the A. In all cases an A should be compensated more than a B.

If you do not increase the A then you will maintain a B average because its easier. Why put in the extra effort.

 

Lots of history here all of which was well before my time , I like the idea that the 400 pays great high rates. I don’t like the idea that we have 16 of them which effects a vary small percentage of the pilot group. Meanwhile the 757 pays basically what a 737 does and we have wayyyy more of those effecting a larger percentage of the pilot group. I would rather see more pilots get taken care of than just a small perctange. Keep the 400 high fine , but man raise that 757 pay .coming from a guy who doesn’t fly either.

 

It is kinda strange that I get paid more to DH per hour on the 756 fleet than to pull on a yoke. But, the movie selection does suck at times and it often doesn't work or it fails mid-movie, so on that note, I guess it makes sense.

 

He does, then plays the victim when someone gives him "attitude" and wonders why...it must be them.

 

OK for all the newbies into this business the history of pay rates wasn't based on the difficulty of the particular airplane to fly. It was based on the economic productivity of the airplane.

Basically a bigger faster airplane can carry more weight/passengers further over a given period of time. Therefore there is the potential to generate more revenue at a lower cost per mile. Because of this, greater pay was negotiated for the more economically capable productive airplanes (don't forget it's up to marketing to sell the seats and cargo space).

Of course these days ,where participation awards are more important, maybe a simpler pay by seniority system would be more fair to the pilots and provide management with lower overall wages at the same time.

I don't have much time left here so I'll let you all determine the future trends. Remember there is always the "law of unintended consequences" to deal with.