Actually know all about it. I went through the FSI initial ($250) process in about 93'ish and was offered ASA,TSA, & NWAirlink interviews. Couldn't part with $10K so I ended up at a rinky dink scumbag commuter in GRI Nebraska with BE99's and 1900's (GPX). It had a "training contract" to reimburse if we quit. I quit after 1.5 yrs for a 727 job and never paid them. In 97' I was hired at UAL. Never once actually paid an airline to train me. I guess I was fortunate...Maybe.

 

IIRC, the COEX PFT was on a matrix of hours. The more TT and ME an new hire had, the less they had to pay.

Why would it even be an issue? UAL hired from regional carriers that had PFT through the 90's also.

 

xjtguy, It's an issue because apparently some from that group seem to think that the day Flight Safety got them their job at Continental Express should be the same day they were "hired" at United Airlines. I don't think so!

 

I know COEX, ASA, ACA, TSA which made up the bulk of the larger commuters were all PFT at some point. Eagle has never had PFT.

 

If I remember correctly, Continental sold it's stake in Express in 2001(ish) to effectuate the eventual merger nearly 10 years later. CAL was right-sizing it's operation.

 

I thought that derailed mentality was pretty much squelched in the 2006-7 time frame?

Seriously, is it a large enough demographic that it would ACTUALLY affect the SLI?

IIRC, TSA wasn't PFT, the others yes. Including BIZEX, JSI (now PSA), COMAIR, EpressOne, (PCL), CHQ. AWAC didn't have it, at least not in the mid 90's till it went away.

 

No, I don't. No LCAL pilot was furloughed when CAL bought 274 RJs. Stagnation, but all kept their jobs. To go further, we were smart enough to get a flow back agreement tied to the flow through agreement. CALEX pilots came to CAL and in exchange, if there were ever a furlough ("that'll never happen") then CAL pilots (all of them, not just ex-CALEX) had rights to positions at CALEX by best DOH at either one. In the 2002 furloughs, only the most recent new hires could not hold positions at either, based on seniority, but most did. It would have been exceptionally beneficial if UAL had been able to secure these flow back rights when they entered their RJ buy, regardless of how many were bought.

 

I can't remember for sure, but I'm pretty sure UAL didn't buy any RJ's. UAX carriers were responsible for purchase/lease agreements. In the 90's it created a round and round with some of the then all turboprop carriers. Something like this;

UAL: hey express carrier, we'd like you fly regional feed for us
Express carrier: we don't have the planes to do it.
UAL: you'll have to get some more planes and we can't commit to any agreement till you have the planes to do it
Express: we can't really buy/lease planes unless we know for sure that we're getting a check.

That's how it went for 1 of the then 3 UAX carriers at the time. AWAC may have been different due the on again off again/make up-break up-make up-break up style of dysfunctional relationship they had

The best UAL ever got on a concession round was the pref-hiring at the UAX carriers, no DOH or seniority, etc.

 

I stand corrected on TSA, thought they were PFT. Thanks for the other additions.

 

Haven't heard that one at all. Relative +\- a few percent will be just fine.