Since you brought it up... She flew at AE and in the late 80's went to Eastern, then she became a ATC, then she went to VJ and had a problem with running off the RWY in DC from what the news articles said several years ago.
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Lynx captain interview
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Since you brought it up... She flew at AE and in the late 80's went to Eastern, then she became a ATC, then she went to VJ and had a problem with running off the RWY in DC from what the news articles said several years ago.
WSurf
The Smack Down!
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Found this... interesting reading! The story sounds way to familiar on whats going on today!
http://archives.californiaaviation.org/pilot/msg00015.html
Yes, I mis-spoke. Sorry, I thought that Frontier was ALPA. Regardless of that fact, it is too bad that they weren't able to stop Lnyx aka GO-JETS II (in my opinion). The analogy comparing Frontier/Lynx to Alaska Air Group (Alaska/Horizon). The earlier post from our former Marine was not only out of line in his personal insult (dork, jacka**), but also showed the typical ignorance of a pilot with a narrow and short-sighted view of airline history.
Regards,
ex-Navy Rotorhead
Regards,
ex-Navy Rotorhead
Shrek
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To describe a SCAB as being courageous is laughable.........
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Alright I sit and watch these Lynx threads with bemusement for the people that know nothing about the operation, and usually it isn't worth the time to post a rebuttal, becuase its just FI.
HOWEVER.. to call Lynx or even imply.. that they are anything like GoJets is uninformed, asinine, and inappropriate. The Alaska/Horizon analogy is very appropriate, Frontier wanted an ability to compete in markets that the Bus was too big for(Rap City, Sioux City) or the Bus couldn't get into (Aspen). They felt that having a regional carrier with t-props could meet these needs and allow for growth potential. The Frontier pilots were on board with this idea, and it was even discussed having the planes on the Frontier certificate. However ultimately the Frontier pilots didn't want to fly 74 seat props. Not a big shock. They liked the business plan and approved of the new certificate.
GoJets came to life when management replaced TSA's planes with the same damn size aircraft and hired cheaper pilots to fly them.
I'm tired of arguing about payrates and whipsawing, the two popular topics with Lynx, but I will argue until I'm blue in the face with anyone so ignorant as to imply Lynx is anything like GoJets...
cale
HOWEVER.. to call Lynx or even imply.. that they are anything like GoJets is uninformed, asinine, and inappropriate. The Alaska/Horizon analogy is very appropriate, Frontier wanted an ability to compete in markets that the Bus was too big for(Rap City, Sioux City) or the Bus couldn't get into (Aspen). They felt that having a regional carrier with t-props could meet these needs and allow for growth potential. The Frontier pilots were on board with this idea, and it was even discussed having the planes on the Frontier certificate. However ultimately the Frontier pilots didn't want to fly 74 seat props. Not a big shock. They liked the business plan and approved of the new certificate.
GoJets came to life when management replaced TSA's planes with the same damn size aircraft and hired cheaper pilots to fly them.
I'm tired of arguing about payrates and whipsawing, the two popular topics with Lynx, but I will argue until I'm blue in the face with anyone so ignorant as to imply Lynx is anything like GoJets...
cale
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Shrek
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Thank you for clarifying..........GoJets is not Lynx.
T-prop
Ab Initio is the best...
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Where am I ignorant in the history of airlines? I know that one of the last "major" U.S. airlines to take delivery of a new turboprop was Western somewhere in the 60's or 70's, and it was a Lockheed Electra, you know a P-3 in squid speak.
Since CJC is taking delivery of Q400's and, in your logic, is therefore taking jobs from a weak CAL union that "lost" a bitter fight to fly them. Do everyone a favor and go ahead and deny yourself the jumpseat next time. . . GoJet III scab pilot.
Was it the pot who called the kettle black?
I dare you to find a mainline pilot group that wants to have turboprops on their property. Once again, try and find an AA flowback in the cockpit of an AE SAAB, or ATR. When AA, AE and management were negotiating the flow-through, APA was too proud a race to even stomach the thought of a furloughed mainline pilot forced to be at the controls of a turboprop. Let alone operate them at mainline.
The flowback deal is a fact, Western Airlines and the Electra, happened, they were one of the very last majors to take delivery of a turboprop.
So, where am I in error with my airline history?
Frontier pilots did/do not have much interest in flying the Q400, regardless of what you like to think they think. If they think, the way I think they should, they should be bitter at the Republic E-170 flying. But, that is only what I think they should be thinking, then again marines have been accused of many things, and thinking is NOT one of them
I beg you to draw direct parallels b/n Lynx and GoJets. Who is the TSA equivalent? Is GoJets a wholly owned subsidiary of United Airlines? Oh, and be careful about the union status, remember CJC doesn't have one either, though GoJets now has one. Be careful about the pay too, $50/hr in DEN is the equivalent to ~$64/hr for someone who lives in/near EWR. What was CJC's rate? oh yeah, $53/hr. Should it be higher? Of course, we should all be getting paid better. Since there is no TSA, and Frontier pilots do not want the Q400, who are they "stealing" jobs and upgrades from? Oh, Lynx gets block or better too, they didn't even negotiate for that... freebie from management. Most other regionals took decades to get that written into their contract along with their current pay.
How is Lynx different from other regional carriers who fly smaller equipment for less pay? Remember that Lynx was created under the full knowledge and agreement of FAPA.
You insinuate that unions need to have more spine and fortitude, what about your union?
Thanks for remembering to mention that T-prop.. i meant too and forgot... here is the supporting data for the curious..
http://cgi.money.cnn.com/tools/cost...Menu=NJ&to_city=Newark-Elizabeth+NJ&x=17&y=17
50K/yr in Denver is equivalent to $64.3K/yr in Newark.. and of course no one really live in Newark, so if you try to live in NY it will take even more...
cale
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T-prop
Ab Initio is the best...
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Kaman,
Check out jetalc's and climb2slow's posts on,
"Hows that Lynx thing working out?"
http://forums.flightinfo.com/showthread.php?p=1415608#post1415608
Check out jetalc's and climb2slow's posts on,
"Hows that Lynx thing working out?"
http://forums.flightinfo.com/showthread.php?p=1415608#post1415608
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climb2slow
F9 busboy
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" However ultimately the Frontier pilots didn't want to fly 74 seat props. Not a big shock. They liked the business plan and approved of the new certificate."
cale[/quote]
To say that the Frontier pilots didn't want to fly the 74 seat props would be incorrect. The company was not at all interested in discussing options where the aircraft would be on the mainline certificate. They conjured up many scenarios involving contract flying by LYNX for other airlines, different aircraft down the line, training costs, and many other things, as reasons why the aircraft needed to be on a seperate list. As a result the negotiating committee chose to spend their time on scope clauses, and other contract issues.
I, for one, and many others would have prefered to have negotiated some control over LYNX. That being said, the company was set of a structure similiar to Horizon/Alaska, and with the exception of payrates, they appear to have done that.
cale[/quote]
To say that the Frontier pilots didn't want to fly the 74 seat props would be incorrect. The company was not at all interested in discussing options where the aircraft would be on the mainline certificate. They conjured up many scenarios involving contract flying by LYNX for other airlines, different aircraft down the line, training costs, and many other things, as reasons why the aircraft needed to be on a seperate list. As a result the negotiating committee chose to spend their time on scope clauses, and other contract issues.
I, for one, and many others would have prefered to have negotiated some control over LYNX. That being said, the company was set of a structure similiar to Horizon/Alaska, and with the exception of payrates, they appear to have done that.
First of all, I voted YES...I cannot account for the lack of foresight and poor judgement of the Colgan 155 as they are called.
In the final analysis, airline managers want "meat in the seat" for the lowest cost possible...I work for a company with this mindset on many fronts. It is frustrating to the point of exhaustion. However, I am here to make the best of it and do what I am trained to do. I don't like to see another group of pilots suffer because of the unscrupulous business practices of the holding company that owns CJC. They have an agenda to press foward irregardless of the human carnage that it will leave in it's wake. And, indeed it will. I refuse to interview candidates for this airline, because it unethical to lure 18-23 year olds with promise of an airline career vs. staying in college and finishing the education. It is disgusting to me personally given my career in the military to witness what I have seen in my 7 years in civilian aviation.
Finally, powerplant type, seating configuration(s), and EFIS shouldn't determine salary. The amount of revenue generated by a pilot's labor relative to the fixed costs should be the formula. Added to this sum should be the intangible value in safety, customer service and professional conduct that an airline pilot brings to his job.
I think that one of the biggest problems with the future of this career aren't whether or not Lnyx pilots get a raise, it's whether or not we are going to see foreign equity ownership of a US airline. This IS not a probability, it is an INEVITABILITY. So, while we make ridiculous arguments airline managers like JO will be figuring out a way to either drive down wages, so that they can get foreign workers in YOUR cockpit!!!
The lack of a single seniority list, dealing with the disaster that scope has created, the age 65 rule and the impending NPRM of the MPL in the United States, UAVs and you can see that Lnyx pales in comparison in it's overall impact. But, having said all this BS above. I firmly believe that YES the Q-400 should be flown by mainline pilots...However, it appears that most airline managers aren't possessing anymore acumen for develpoing a new modle for air transportation in this country than a group of kids in kindergarten.
Regards,
ex-Navy Rotorhead
In the final analysis, airline managers want "meat in the seat" for the lowest cost possible...I work for a company with this mindset on many fronts. It is frustrating to the point of exhaustion. However, I am here to make the best of it and do what I am trained to do. I don't like to see another group of pilots suffer because of the unscrupulous business practices of the holding company that owns CJC. They have an agenda to press foward irregardless of the human carnage that it will leave in it's wake. And, indeed it will. I refuse to interview candidates for this airline, because it unethical to lure 18-23 year olds with promise of an airline career vs. staying in college and finishing the education. It is disgusting to me personally given my career in the military to witness what I have seen in my 7 years in civilian aviation.
Finally, powerplant type, seating configuration(s), and EFIS shouldn't determine salary. The amount of revenue generated by a pilot's labor relative to the fixed costs should be the formula. Added to this sum should be the intangible value in safety, customer service and professional conduct that an airline pilot brings to his job.
I think that one of the biggest problems with the future of this career aren't whether or not Lnyx pilots get a raise, it's whether or not we are going to see foreign equity ownership of a US airline. This IS not a probability, it is an INEVITABILITY. So, while we make ridiculous arguments airline managers like JO will be figuring out a way to either drive down wages, so that they can get foreign workers in YOUR cockpit!!!
The lack of a single seniority list, dealing with the disaster that scope has created, the age 65 rule and the impending NPRM of the MPL in the United States, UAVs and you can see that Lnyx pales in comparison in it's overall impact. But, having said all this BS above. I firmly believe that YES the Q-400 should be flown by mainline pilots...However, it appears that most airline managers aren't possessing anymore acumen for develpoing a new modle for air transportation in this country than a group of kids in kindergarten.
Regards,
ex-Navy Rotorhead
www.
SoCo Guy
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Uh, you responded didn't you so you must read them.
climb2slow
F9 busboy
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Response
Funny but true story here! I, along with 4 others, interviewed with Lynx back in January for a Captains slot. 1/2 of the guys were 121 captains for other carriers and 2 were Chief Pilots for 135 ops. After the interviews 5 of us all stood outside and chatted for a bit and we all thought that the intervews went well but 3 out of the 5 of us said that we would not take the job if offered due to low pay at this "Low Cost Startup". HR said that we would hear something within 3-5 working days. After we did not hear anything for 2 weeks on of the guys called HR and left a message giving them his phone number "in case they accidentally lost his contact info". 2 weeks after that he called again since he did not hear anything yet. 2 more weeks after that he called again and still did not hear anything. Now keep in mind that this is 6 weeks later and they said that they would contact him/us within 3-5 working days. He eventually gave up. I am glad to report that 7 months after the interview I got a message from Lynx wishing me well in my future career plans. I then contacted them again and asked if that means that I did not get the job, they then said that yes, that means you did not get the job. FUNNY!!!!!! Not only did they take 7 months to respond but they could not get the rejection message right the first time they tried. I just thought I would share that funny story. If I remember right, at the interview, Lynx stated that they will give the pilots a $2 per hour raise per year. You would have to work there 15 years to make what a Captain of an aircraft like that should start out making. I wish there would have been info like this available back when I interviewed with them=I would not have spent the time nor effort to interview for a $50 per hour job.
Funny but true story here! I, along with 4 others, interviewed with Lynx back in January for a Captains slot. 1/2 of the guys were 121 captains for other carriers and 2 were Chief Pilots for 135 ops. After the interviews 5 of us all stood outside and chatted for a bit and we all thought that the intervews went well but 3 out of the 5 of us said that we would not take the job if offered due to low pay at this "Low Cost Startup". HR said that we would hear something within 3-5 working days. After we did not hear anything for 2 weeks on of the guys called HR and left a message giving them his phone number "in case they accidentally lost his contact info". 2 weeks after that he called again since he did not hear anything yet. 2 more weeks after that he called again and still did not hear anything. Now keep in mind that this is 6 weeks later and they said that they would contact him/us within 3-5 working days. He eventually gave up. I am glad to report that 7 months after the interview I got a message from Lynx wishing me well in my future career plans. I then contacted them again and asked if that means that I did not get the job, they then said that yes, that means you did not get the job. FUNNY!!!!!! Not only did they take 7 months to respond but they could not get the rejection message right the first time they tried. I just thought I would share that funny story. If I remember right, at the interview, Lynx stated that they will give the pilots a $2 per hour raise per year. You would have to work there 15 years to make what a Captain of an aircraft like that should start out making. I wish there would have been info like this available back when I interviewed with them=I would not have spent the time nor effort to interview for a $50 per hour job.
johnsonrod
Well-known member
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Dude, I'd stick to your GIII job. Why go backwards and fly a turboprop? You can probably find some great corporate or 135 gigs in the GIII and make 2-3 times the money flying higher, faster and to more interesting destinations... Fly for Lynx if you really want to fly to Rapid City and Wichita...... Snoresville...
maddog805
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- Oct 8, 2002
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Thanks for the friendly advise. Like I said, I'm not interviewing for Lynx. I flew for the regionals for 6 years and you couldn't pay me enough to go back. I was trying to scare up some info for a friend who is thinking about leaving a charter gig for the regionals.
Capt10Matt
The dude abides
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- 103
Way off topic but is Lynx actually flying Ft. Lauderdale to Guantanamo Bay nonstop or are they stopping somewhere else midway? See the route map & schedule on the website http://lynxair.com/route.html
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