pilotnbr1

TLV is target line value. Think of it as a finish line that the award engine tries to cross. In the bigger scheme of things TLV is a number within a maximum and minimum credit window range.

Generally your monthly schedule must fall within the credit window. The award engine asks itself a question each time it puts a trip on your schedule "Have I exceeded the TLV?
If yes, is the months schedule within the credit window? If yes, Line
is complete..."

There is of course more logic if the answer is no to any of the questions, but that is a simplistic explanation. The bigger point I am making with all this is that the TLV can be thrown out IF you set a PCT (personal credit threshold) which essentially acts as your personal TLV-- but it must fall within the credit window set by the company... PCT has its own set of caveats...

More than you wanted to know I am sure...

justintime

As of right now, everyone is going to ATL. They are very understaffed. Also, the classes in August are currently postponed because of the slow down after summer flying but it will pick back up again. It is also possible to get IAD, very unlikely to get DTW and ALMOST impossible to get DFW out of training. There is nothing going on in the 145 side for the foreseeable future.

John2375

shared or solo hotels during training?
is upgrade time going to remain at 7+ years or will there be enough movement to bring it down a peg?

AnchorDown

Solo on the hotel, upgrade time is decreasing as attrition is increasing. Still around 6 yrs, but coming down.

AnchorDown

Bwatz

Upgrade time is currently over 7 years. There are a lot of 2007 hires that are not even close to upgrading. (myself included) The upgrade time has not peaked yet. Once all of the 2007 hires upgrade then it will come down. I think it will be at least another 18 months for me.

Jefferson

I see potential new hires with a lot of questions. Here is the short story. We are negotiating a contract still with meetings to take place on the 21st. We are still two different pilot groups but are negotiating a joint contract...however, the "joint" part is all but moot. The company looks to be willing to extend the existing ASA contract with no concessions but no huge improvements to both pilot groups. Short of the E145 side taking the contract as is at the end of the month (wont happen)... it is my belief that they will be sold off to United main line, or simply.. the contracts that they fly will not be re-bid. By this time next year, Express jet should be almost totally out of the E145 business, and begin rebuilding with new contracts in the E175's.. Likely, they will not be as large as they are now ever again.

The Delta contracts come up again for rebid in 2015 as well.. Yes, there are cheaper operators out there... but they dont seem to be able to hire pilots due to welfare level wages. Hopefully, Expressjet's ability to man cockpits will strengthen their bargaining position.

FDX8891

First part of what you said is wrong. We sill shrink significantly but not be completely gone. Someone posted graphs earlier in the thread; take a look for yourself.

Second part is contingent upon a joint contract, which based on my sources, is the farthest away it's ever been.

Nothin' but sunshine here at XJT =)

Wynncore

321 pilots that were hired in 2007 still remain on the seniority list as of June 2014, and it is going to take a LONG time to upgrade that group of pilots IMO as we are only going to get smaller in the near future. The days of upgrading 40 per month are over and will not be returning anytime soon.

I know there is some attrition now and hopefully it will get better this fall, but even at 40 upgrades per month (which won't happen) it will take 8 months to move through the 2007 block of pilots. Being realistic, the number of upgrades will AT BEST be 8-12 per month, but that movement will be sporadic and will not be consistent. So, assuming 12 upgrades per month, every month beginning today, it will take just over 26 months to get through all of the pilots hired in 2007. That assumes we lose no aircraft and we keep the current amount of flying (block hours) we already have. If we lose the IAD CRJ base and those aircraft are not utilized elsewhere, all the attrition we will gain in 2014 is effectively wiped out.

The biggest variable(s) that can break this massive log jam are 20+ growth aircraft (new) or a huge increase in block hours from Delta, and let's be honest, those variables aren't exactly around the corner.

If you were hired in the first half of 2007 upgrading is a realistic hope within the next 24 months, if you were hired after 6/2007 it's a completely different ball game.

Jefferson

My feeling is that the ERJ side is not going to be part of the SW family much longer....Making your first part wrong and your second part moot. (again with the reading comprehension)

Wynncore

Starting pay is $23.23/hour here at XJT, also welfare level wages. Combine that with zero to little movement and a pilot contract feud that has only worsened, there is a reason why people are going to Mesa, GoJet, PSA and Compass. It's either work under a garbage contract with movement and a promise of upgrade, or come here to a great contract but be stuck in cement for the foreseeable future. But yes, our sheer size does help us tremendously and being owned by SKYW doesn't hurt either when it comes to dealing with DL and UAL...interesting times ahead for sure.