80ktsClamp

The way to differentiate me on SC or on LC is what beverage is in my hand:



Currently, that bottle of beer looks more like a glass of water, so I'm sitting SC right now.

Ah, living in base. I'm going to go type some more all caps troll responses on the rotation survey about commuters.

TOGA LK

So when do we get to vote on DPA?

TOGA LK

Lol. Depending what base that could be a good thing!

Bucking Bar

Yeah, the weight above the fuselage (fuel, wing, engines, structure) results in odd things happening compared to other airplanes. Once the weight is on the mains, the deck angle results in the weight of the engines (etc) being aft of the gear. In effect, the CG shifts aft at touch down, unless you push the nose over and get that weight forward of the gear (a lot like a 757 if the PNF yanks a lot of speed brake brake at touch down) No problem if you're used to it. If you fly it like any other airplane, intuitive pitch inputs are exactly the opposite of what is needed because the aft CG is pushing the tail in directions that the pilot has to over ride.

Had to fly it on to the runway and continue flying until brake set. It weighs nothing for its size (mostly composite construction). If your FO stopped flying the ailerons during the roll out, you'd go in the weeds. Fortunately, it was certified for that (designed for ops in back country Africa).

If it were a choice, I go fly it if we had it. Something about props are fun.

gloopy

That deeper something will be a frantic race to order larger and larger jets to the outsource whipsaw providers. Yet all that would even do is delay the inevitable...unless the seat/size ceiling keeps increasing until it reaches large widebodies.

Even with larger RJ's, these cut throat bottom feeders will continue to underbid themselves just to get the work. They will have to, or they won't get the work in the first place. Sure if an ACMI carrier here or there inks a massive order and goes into hyper growth mode for a couple years, they will be perceived as the place to be and the stock to be in, etc. but as soon as they start to get a little senior and the next RFP goes to someone else and their costs stagnate, they will fall even harder with higher total overhead.

One final source of temporary relief for the sector could be a new era of unprecidented predatory bargaining. Just like JO needs to underbid to get the work, so does every pilot group. I can see in the not too distant future contracts signed that contain not only deep concessions and severe B scales but possibly shocking elements previously unheard of like almost eliminating longevity.

Some will also try, and fail, at being the next IndyAir and/or Frontier. While they will not be successful (not even the St George darling) they will bleed a lot of yields off of everyone in the process.

Ironicaly, the more successful the majors are (legacy, cargo, more desirable LCC's, etc) the more pressure there will be on the pilot labor side of things to "deal me an ace" by any means neccessary to get the work. Yesterday's pay for training will become tomorrows pay for seniority and flight time. Paris-first class-international still requires 1000 PIC and out the door baby, whatever it takes.

And I agree that consolidation in the RFP sector is pretty much meaningless. If a group, no matter how large, starts to gain significant leverage their work will simply be diverted to any low bidder anywhere...or a new start up like CPZ if necessary where things are not only cheaper, but everyone's on first year pay.

Again, the only real way to prevent, or at least to significantly delay, the current trajectory is to give regionals more and more seats so that they can stay in industry wide forever growth mode. And you can bet their managers and many pilot groups will bid as low as they need to go to get the winning bid because if they don't, someone else will. Especially while at the same time bids will be going out not only for growth flying, but current flying as well.

That's why its critical for every airline to lock down its scope. Management can fly whatever size plane it wants, but it has to use the airline's master list to do it. If we don't start figuring out how to reverse outsourcing we're in for a world of hurt. While everyone eye humps section 3 pay tables all day long, going forward all eyes will be on DL, UA and especially AA right now WRT scope.

gloopy

3. Aa
4. Ygtbmfsm

gloopy

BWAHAHAHAHAHAHAHAHAHAHA!!!!!!

Omfg I hate you for thinking of that first!!!!!!!!!

PilotFrog

So I assume the DAL plan if we acquire ALK will be to consolidate routes shrink and give SEA/LAX to Virgin?

RCD73

Emirates does nothing cheap ....... ? You might want to ask one of your "many friends there", where the flight crew rest area is on the 777. Then get back to us.

You are painting a one sided picture of employment there.

iaflyer

Well, we know we can't profitably fly those routes, so I'd assume yes.

So instead of Buzz and Gloopy complaining about no West coast flying (legitimately I must say), there would be "EskimoMan" or "ExALK" complaining about losing flying to "VA" and how they used to fly all up and down the West coast. ;-)