Will Compass fly the united 25 175sc
08-17-2018, 08:57 AM
#91
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Joined APC: Oct 2011
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These are probably headed to Republic as replacements for the 25 Gojet 700s. This is all part of the Republic deal to buy Trans States Holdings. Why are you going to put these aircraft on the Compass Certificate when you will be moving the aircraft from that certificate to the RP certificate. Unlikely that you would put aircraft on one certificate only to have the expense of moving them to another within a year.
08-17-2018, 09:32 AM
#93
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Joined APC: Mar 2005
Posts: 1,888
Parking 25 planes at GoJet could very well happen, but they’re more likely to give the 25 big rj’s to someone already flying them. Scope is maxed out and the expense of giving a new fleet type to xjt can be avoided. Hopefully we’ll buy 100+ seat planes. For every jet we need to crew, xjt could park 2 erj145’s and free up twice that number of pilots to cover hiring at UAL and attrition at XJT. Even if xjt shut the doors, UAL would adjust and roll along. Comair shut down pretty quick and Delta didn’t face a pilot crisis. I definitely don’t want to see people lose their job, but this is just a business and according to those in charge we’re just an operating expense. My guess is that xjt will be absorbed in some form of regional consolidation or shrink to become United’s 50 seat feed until that plane goes the way of the beech 1900, then the Saab, then the atr......
Regional airlines right now are struggling to find qualified pilots. Just to find FO's some regionals are paying for RW pilots to get their FW ratings. DEC (direct entry captain), qualified pilots can get up to $45K signing bonuses. Heck, K4 came to ATL last week and hired 50 CRJ pilots at one whack. They are coming back next month to hire 50 more. If XJT shut the doors UAL would struggle to find pilots to operate the ERJ's. Yes, they don't like them and pax don't like them (funny how times change- they loved the ERJ compared to the EMB-120 and other turboprops), but they need the feed to fill the more cost-effective but expensive per leg airplanes.
08-17-2018, 10:16 AM
#94
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Joined APC: Sep 2016
Posts: 774
It think it's obvious that RAH is buying trans states holdings, and Go-jets will get them and get merged with Compass and TSA and RAH, the 145s can be spun down slowly for staffing.
It makes since if the big 3 have a large stake in RAH, it helps them recirculate their dollars back to them if RAH buys more of the contract carriers.
Wholly owened, large stake in large union carrier, non-union. The picture is clear how regional consolidation won't increase cost to mainline through lack of competing bids for flying.
It makes since if the big 3 have a large stake in RAH, it helps them recirculate their dollars back to them if RAH buys more of the contract carriers.
Wholly owened, large stake in large union carrier, non-union. The picture is clear how regional consolidation won't increase cost to mainline through lack of competing bids for flying.
08-17-2018, 10:30 AM
#95
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Posts: 1,358
If one regional we’re to shut down those pilots would be free to apply at the regionals that survive and pick up the flying. It stinks, but bigger and better have gone away. Braniff, Pan Am, Easten, etc.
There seem to be a bunch of regionals, all struggling to staff the bits and pieces that they have been awarded. It just seems to me that as the parent companies take back flying, the regionals are going to be forced to consolidate into larger companies that are easier to manage and staff. Some pilots are going to move on to better jobs, many will just find themselves at a merged company, some will have to start over at the regional level, and some will get out of aviation completely.
There seem to be a bunch of regionals, all struggling to staff the bits and pieces that they have been awarded. It just seems to me that as the parent companies take back flying, the regionals are going to be forced to consolidate into larger companies that are easier to manage and staff. Some pilots are going to move on to better jobs, many will just find themselves at a merged company, some will have to start over at the regional level, and some will get out of aviation completely.
08-17-2018, 10:30 AM
#96
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Joined APC: Mar 2005
Posts: 1,888
It think it's obvious that RAH is buying trans states holdings, and Go-jets will get them and get merged with Compass and TSA and RAH, the 145s can be spun down slowly for staffing.
It makes since if the big 3 have a large stake in RAH, it helps them recirculate their dollars back to them if RAH buys more of the contract carriers.
Wholly owened, large stake in large union carrier, non-union. The picture is clear how regional consolidation won't increase cost to mainline through lack of competing bids for flying.
It makes since if the big 3 have a large stake in RAH, it helps them recirculate their dollars back to them if RAH buys more of the contract carriers.
Wholly owened, large stake in large union carrier, non-union. The picture is clear how regional consolidation won't increase cost to mainline through lack of competing bids for flying.
08-18-2018, 05:23 PM
#97
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Joined APC: Mar 2015
Posts: 182
I have a dumb question. Say for all intents and purposes, we can negotiate mainline pilots to fly the 25 E175s. I can see the left seat being filled by current narrow body FOs. My dumb question is this: who is going to fill the right seat? Would it be purely new hires? Maybe I just answered my own question, but that seems too easy of an answer....
08-18-2018, 05:53 PM
#98
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Posts: 1,029
I have a dumb question. Say for all intents and purposes, we can negotiate mainline pilots to fly the 25 E175s. I can see the left seat being filled by current narrow body FOs. My dumb question is this: who is going to fill the right seat? Would it be purely new hires? Maybe I just answered my own question, but that seems too easy of an answer....
I’d imagine the left seat goes junior like the E190 did at American and the B717 did at Delta. FOs would most likely be new hires or those seeking super seniority.
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08-18-2018, 06:43 PM
#99
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Joined APC: Feb 2011
Position: 756 Left Side
Posts: 1,629
I have a dumb question. Say for all intents and purposes, we can negotiate mainline pilots to fly the 25 E175s. I can see the left seat being filled by current narrow body FOs. My dumb question is this: who is going to fill the right seat? Would it be purely new hires? Maybe I just answered my own question, but that seems too easy of an answer....
IF we were to order and get E195-E2's for 2019, thereby allowing the company to increase the amount of larger RJ's on property (1-C-1), it would benefit the post merger new hires.
As a 12th yr wide body FO, I (and everyone else that is pre merger) take a pay cut to be a Capt of a 100-110 seater. Working more and making less?!
IF we were to recapture the 70/76 seat market.. what would THAT pay?!
Even less?!
Now we might be talking less than 2 yr hire Captains with newhire FO's. Does the company AND the Union AND the pilot group want to go down that road?!
Of course it's easy to put newhires into the right seat of anything small.. but the majority of them will bid out the first chance they get into an Airbus/73/Guppy/756.
Keep trying to wrap my head around this 70/76 and 100+ seater problem and no matter what, I see it as a nightmare. Again, would love to see us fly EVERYTHING that carries the United name and United passengers (not just 70/76 seaters.. but why not 50 seaters too). But just don't know how it works with regard to the industry as a whole.
Either way, nothing is gonna happen any time soon. Airshow season has come and gone and no big order for our needs was signed. We did buy 25 RJ's that will be flown by non United pilots.. and with reduced seat counts which is also stupid~
Next big chance will be next July and the Paris Airshow.
Guess we could have some sort of Deal Deal by then, which allows the company to order the E2's.. wait and see!
https://www.youtube.com/watch?v=QFRczUhjhU4
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