Just curious, but where does someone have to live to be able to “ski half the day” and still be able to teach a 6 hour sim session? I mean, damn that traffic up the mountains been bad for years now and only seems to be getting worse? No???

I guess they have the 2200 start time?

You buy a helicopter with your new found instructor riches.

And how many of those PIs would be 73 hr/month reserve captains?

You guys are missing the point. Junior pilots are trying to get into TK cause if you're local youll make more money and be home more. Hell, people from my new hire class are commuting to TK.

OF COURSE if you're senior enough to be a lineholding captain you will make more money on the line. DUH

I’m not trying to argue with you, really I’m not. Just trying to make sure the financial facts are presented. There are many reasons one would do TK job, especially if you live in Denver. Sacrificing money for days at home can be great thing for families, as it was mine.

That said, a 2nd year pay 737 CA at 73 hrs will make 3,000 more a month then they would making 2nd yr WB FO at 90 hrs as a TK PI. This is one reason the turnover is so great, and we get so many messages to apply all the time. This is also the reason this will get worse if contract is not completed in next 3-5 months.

Again, a really good gig for locals with families or some pilots who have had health issues. Lots of reasons to take and stay in job. Money alone just isn’t one of them.

I’ve only skimmed the Delta proposal, but it appears that their instructors get paid for the seat that they can hold on the fleet that they train. If we adopted that plan then NB instructors would qualify for captain rates since they can hold the seat. They’d train as a captain, complete OE, and then consolidate. Their fly days would be in the left seat. Most 777/787 instructors can’t hold WB captain and would get paid at first officer rates. If I’m reading this right, would those working at TK be content with the same treatment, or is the expectation that they get paid for the highest rate that they can hold on any piece of equipment? If we matched the Delta language would people really quit and return to the line?

Yes, immediately.

Seriously? Who? NB instructors could check out as captain and then continue instructing at captain rates. Most WB instructors that I’ve dealt with are there because they really like widebody flying. If it was 90 hours with no 9 year cap I doubt they would leave. 90 hrs as a WB first isn’t that much different in pay than a junior NB captain, you sleep in your own bed every night, guaranteed home for major holidays, and you can cherry pick where and when you want to fly. It probably sounds better to most people than sitting reserve or flying a bunch of 2-3 leg per day 4 day trips with red eyes mixed in them somewhere.

part of tumi ta was that the pay cap would be based on what you could hold capped at yr 12, a320 captain pay.

additionally those who hold a paper bid for captain on the fleet they are teaching on would be able to qualify and go fly as a captain for their pro flying. This of course would take time to go down the list in in seniority order. The restriction being they would only be able to buy pro flying trips out of a base they would be able to hold the left seat in.

So a wide body instructor that could not hold captain on their feet would get paid as air bus capt (if they could hold NB capt) but would be restricted to flying as an FO. Conversely a NB instructor would have the option to fly in one seat or the other.

Instructors are only seniority list pilot that are pay capped in any way at United. Legacy CAL didn’t have cap. Evaluators not capped. Management pilots not capped.

Does anyone know why a pay cap was ever placed on Instructors at United?