PSA question

[jetfo]

I would double check your list you have, it is incomplete. There were three classes after Jan 2000. 2/14/2000, and 2/28/2000, 4/17/2000 (Only three in that one) A total of 48 original furloughees are missing from your list.

I guess if they have been lost in the shuffle that there will be a whole crowd o lawsuits when recall time comes!! (That was a joke......for those who missed it!!)

I have not seen a seniority list that containes the CEL guys, but we (furloughed pukes) were told that the w/o guys that went to MDA are now on the bottom of our list. No idea if that entitles them to a J4J position, but they will get called up to USAir after all the furloughees are brought back...or pass.

It is possible that I am missing the last page of the 2006 list, but I am certain that the MDA guys that bid over from PDT/ALG are not on it!

But, thank you for letting me know, I always try to add factual information and I stand corrected on the 48 missing from the total. I'll try to loccate the last page.

Like you said, it is hard to imagine what entitles them to AAA number ahead of their CEL WO brothers!

 

[trainer8]

Tell us trainer8, if you were a US Airways mainline employee from day one, which was apparently a surprise to you, why do you have a separate MDA employee number?

Because MDA was originally to be operated under a separate certificate. Instead, it was run as a "division" of US Airways. From day one in our Indoc, we were told that we would separate "ties" from mainline. The FAA changed that. I'll not go into the minutia, as it has been posted on this site already. Read it yourself. One important point, though. The MDA pilots, most notibly the APL pilots who were furloughed from Mainline, held a 2/3rds majority of positions in the EMB Division. To imply that 95 CEL pilots strong armed these majority pilots into coercing the AAA MEC to put them on the USPSSL shows an obvious lack of information and ignorance on your or anyone's part. It simply was not possible to do that. However, these same APL pilots looked at the 95 CEL pilots and said, "Hey, you guys are the same as us and we will fight FOR you." Never in my 17 years of professional aviation have I seen that kind of fraternal unity. Mr Glass's and Mr. Ashby's testimony in the MDA arbitration were a significant event that the AAA Union leadership was not, in many people's opinion, prepared for. They did the right thing because the evidence was overwelming, showing that MDA was US Airways.

If my recollection serves me, there used to be a web site, www.usairways-express.com that all CEL pilots referenced and placed bids for positions at Airways. FO, Captain, All, or No preference were the choices. I no longer am permitted to log into that site, but I thought it gave each pilot who participated their US Airways "ghost" seniority number. The number I received on that sight is the number I have on my original paperwork from indoc at MDA.

Facts are, whether you like the decision or not to place former CEL pilots who moved to MDA on the USPSSL, that decision has been made, consumated and is done. If there really were a legal issue with this, US Airways' legal team would have stalled this a long time ago and we wouldn't be even talking about this issue. Facts are what they are, they thought it was ok and here we are on the USPSSL and the APL list. We'll see what happens.

T8

 

[trainer8]

The language of LOA91 that you quoted is at best ambiguous, and implies that all WO pilots have a AAA seniority number. I doubt that is AAA's interpretation and neither is your contention.

Fact: It is AAA's interpretation. It is their position. It is eveidenced by the US Airways Pilots Seniority System List and by the Affected Pilots List.

 

[trainer8]

I have not seen a seniority list that containes the CEL guys, but we (furloughed pukes) were told that the w/o guys that went to MDA are now on the bottom of our list. No idea if that entitles them to a J4J position, but they will get called up to USAir after all the furloughees are brought back...or pass.

KS:

Both the June 2005 Seniority list (updated 6/27) and the June 6, 2006 APL list are on the US Airways ALPA web site under and "Jets for Jobs Information" link on the right hand side of the web page.

JetFO, your information is incorrect. All former CEL pilots are on both lists, except for resignations.

T8

 

[jetfo]

KS:

Both the June 2005 Seniority list (updated 6/27) and the June 6, 2006 APL list are on the US Airways ALPA web site under and "Jets for Jobs Information" link on the right hand side of the web page.

JetFO, your information is incorrect. All former CEL pilots are on both lists, except for resignations.

T8

I haven't seen the ALPA APL list, only the 2006 US seniority roster and the CEL as of April of 2006. But, thanks, I'll check it out.

And, while this may be a done deal, it is still wrong!

 

[trainer8]

I haven't seen the ALPA APL list, only the 2006 US seniority roster and the CEL as of April of 2006. But, thanks, I'll check it out.

And, while this may be a done deal, it is still wrong!

Correction...most current seniority list is on the AAA ALPA web site under "Library," first item in the pull down menu.

By the way, are you APL?

T8

 

[ALGFLYR]

I do believe, that in the event of furlough, you were entitled to flow back to the WO carrier from which you came. Unfortunately, in your case the carrier no longer exists, presumably eliminating that option.

If you had any right to flow down to any WO, it would possibly be PDT, since ALG and PDT were essentially merged. As you already stated, the PDT MEC nixed that.

This is not true.

Technically, there are no ALG pilots that went to MDA. 100% of all CEL pilots that went to MDA came from PDT. Not one PSA pilot went over even though many held the seniority to do so. The very first MDA class that had CEL pilots in it was held on July 5th, 2004. The Merger between ALG and PDT became official on July 1st, 2004. The last paychecks for the CEL pilots in the first MDA class were from PDT.

​

 

[FR8mastr]

deleted

 

[ALGFLYR]

That however, entitles you to nothing at PSA! If you think you were, or magically became, a US Airways mainline pilot by going to MDA, you are deluding yourself.

You were a regional pilot, flying a regional jet (E170, and check the Embraer website and their term, not mine) for what US Airways intended to be a regional airline, MidAtlantic.

If you think any of your friends at AAA think that you are a mainline pilot, think again. I am absolutely certain that your did not have an ability to bid into a 737 or an A320, nor anything else for that matter, therefore you were not a US Airways pilot!

I am not delusional. Everyone that went to MDA became a ML pilot because every former CEL pilot that went over had their name added to the ML seniority list. I'll give you that it wasn't supposed to be that way. MDA was to be a separate airline, however, we all know that didn't happen. Once the 170's operated on the ML operating certificate, the ML MEC had no choice but to put everyone on the ML seniority list, otherwise a dangerous precedent would have been set.


Let's say that tomorrow, PSA Mmgt. comes to you and says we are gonna add 25 DO-328's back to the PSA operating certificate, in addition to your current fleet of RJ's, to feed US Airways. However, we are gonna staff the 328's with all new-hires off the street and PSA pilots cannot fly them. They will work under a different contract and will not be on the PSA seniority list.Would the PSA MEC allow this? Having non-PSA pilots fly PSA aircraft? I don't think so. It is against the contract at both PSA and ML. US Airways could not allow non-US Airways pilots to fly aircraft on the US Airways operating certificate. What would be next? Non-US Airways pilots flying U 737's?


I could not bid for any other ML aircraft. Nobody flying the 170 could, not even the pilots that originally came from ML. However, when I get recalled into the 190, I will be able to put in a permanent bid and list any aircraft up to the A-330. Of course, since I'm not delusional, I know I won't get that ... yet....
​

 

[jetfo]

I am not delusional. Everyone that went to MDA became a ML pilot because every former CEL pilot that went over had their name added to the ML seniority list. I'll give you that it wasn't supposed to be that way. MDA was to be a separate airline, however, we all know that didn't happen. Once the 170's operated on the ML operating certificate, the ML MEC had no choice but to put everyone on the ML seniority list, otherwise a dangerous precedent would have been set.


Let's say that tomorrow, PSA Mmgt. comes to you and says we are gonna add 25 DO-328's back to the PSA operating certificate, in addition to your current fleet of RJ's, to feed US Airways. However, we are gonna staff the 328's with all new-hires off the street and PSA pilots cannot fly them. They will work under a different contract and will not be on the PSA seniority list.Would the PSA MEC allow this? Having non-PSA pilots fly PSA aircraft? I don't think so. It is against the contract at both PSA and ML. US Airways could not allow non-US Airways pilots to fly aircraft on the US Airways operating certificate. What would be next? Non-US Airways pilots flying U 737's?


I could not bid for any other ML aircraft. Nobody flying the 170 could, not even the pilots that originally came from ML. However, when I get recalled into the 190, I will be able to put in a permanent bid and list any aircraft up to the A-330. Of course, since I'm not delusional, I know I won't get that ... yet....
​

What is and what should be are two different things. You admitted in an earlier post that you should not have jumped ahead in seniority of your other WO brothers by virtue of having bid over to MDA.

You also admitted that although you supposedly got a "mainline number" when coming to MDA, you could not bid on mainline aircraft and mainline pilots could not bid the left seat of the E170. How is that one seniority list?

You magically were transformed into a "mainline pilot" after AAA sold MDA assets to Republic and the AAA MEC and Airways was coerced to place former PDT, then MDA guys on the APL and you consequently ended up on the bottom of the AAA list.

Bottom line is, you jumped ahead of many on the CEL by virtue of bidding over to MDA, which was never the intent of MDA, and to which you are not entitled!

 

[ALGFLYR]

Just a quick look at the ML seniority list dated June 2005. And well there isn't one CEL pilot on there. When did you goto MDA?

I don't think you looked at the right seniority list. I just looked at the 2005 list and my name is on it, along with all the other former CEL pilots. I went mid 2004

 

[ALGFLYR]

You magically were transformed into a "mainline pilot" after AAA sold MDA assets to Republic and the AAA MEC and Airways was coerced to place former PDT, then MDA guys on the APL and you consequently ended up on the bottom of the AAA list.

Bottom line is, you jumped ahead of many on the CEL by virtue of bidding over to MDA, which was never the intent of MDA, and to which you are not entitled!

I agree that this whole thing is FUBAR.

When I went to MDA, I had no expectations to be put on the ML seniority list. However, that happened because the 170's were operated on the ML certificate, not a seperate MDA certificate as was originally intended. It had to be that way so there were no non-US Air pilots flying aircraft on the US Air certificate.

If things would have worked the way they were supposed to, I would have no problem having the CEL pilots senior to me coming over at a later time and taking their position ahead of me. But the PDT MEC blocked us coming back when it was realized MDA was gonna furlough. They went against the agreement and in doing so effectively ended the flow-thru agreement. I can't change that. A by-product of their actions, or lack there of, was the ghost numbers disappeared and any future pilots that flow will go below every former CEL pilot on the U seniority list. I didn't ask for this and yes, there are about 350-400 pilots senior to me on the CEL that will now be below me if a flow ever happens again. They (PDT MEC) dictated these terms, they have to live with their actions as do I. And for me, a choice before me is the availability of a J4J position at PSA.

If I could go back to PDT, I would. But I can't. Should I give up a job opportunity legitamately available to me for the sake of the junior PSA pilot? Were they giving up an opportunity for ALG and PDT when they stabbed us in the back and broke the unity pact all 3 WO's agreed to regarding J4J? I have no sympathy there, sorry...

If they want to re-instate the ghost numbers and have the ability to flow in order of the original CEL list, they have to let us come back, with original seniority and give us back-pay from the time we were furloughed from MDA. That could effectively re-instate the flow in it's original form. I doubt that will ever happen, so I have to look out for myself...

 

[trainer8]

What is and what should be are two different things. You admitted in an earlier post that you should not have jumped ahead in seniority of your other WO brothers by virtue of having bid over to MDA. You also admitted that although you supposedly got a "mainline number" when coming to MDA, you could not bid on mainline aircraft and mainline pilots could not bid the left seat of the E170. How is that one seniority list?

You magically were transformed into a "mainline pilot" after AAA sold MDA assets to Republic and the AAA MEC and Airways was coerced to place former PDT, then MDA guys on the APL and you consequently ended up on the bottom of the AAA list.

Bottom line is, you jumped ahead of many on the CEL by virtue of bidding over to MDA, which was never the intent of MDA, and to which you are not entitled!

Jetfo...what's the pay off here? It's clear that AAA ALPA pissed in your Wheaties. But you keep grinding this axe with ALGFLYR as if he and all the former CEL pilots at AAA conspired or coerced AAA ALPA to make MDA part of US Airways, as if was a premeditaded act on their part. Quite a feat for 95 bottom feeders/new hires. Secondly, you keep making claims which are not accurate or correct. Your chronology of MDA events is inaccurate, to the point of skewing the facts/history of transactions that have taken place. If you want defend your position, at least document your facts. The events that transpired that was the causality to the current situations involving PSA, PDT AAA and MDA--and the pilots involved with these companies are documented. Use those documents, not heresay, rumor or scuttle-butt, to form your opinion. If you are APL, you have access to those documents. If you are CEL, the ALPA documents are availabe from ALPA, the PDT and PSA MECs and and FF Committee Chairmen at hose carriers or even perhaps your pilot group's web site. Your disagreement with the actions the AAA APLA unit can be adressed by filing a grievance with your company, blocking the J4J protocols or asking your ALPA reps and MEC to no longer participate as PWOC. You have the right...no, the priveledge to voice your opinion on these boards. At least do it factually.

T8

 

[FR8mastr]

My shot at explaining how this started

The company needed pilots to fill the right seat of the 170's as the furloughees were not biting. Management then took the path of least resistance, being short for time and cash and drew from a list of waiting qualified pilots and hired them. The Unions had nothing to do with this. In fact the AAA union advised management not to do this as there was yet no official signed agreement. Management however can and did hire whomever they wanted. Again this was the quickest least painful way to fill seats.
At the same time both ALG and PDT management were asking for letters of resignation, this scared the bejesus out of us. With 20/20 hindsite the reasons for this all make sense now.

 

[Sig]

But the PDT MEC blocked us coming back when it was realized MDA was gonna furlough. They went against the agreement and in doing so effectively ended the flow-thru agreement.

What the PDT MEC did was protect me from a bump flush until the LOA numbered TBD was written. They effictively saved my job twice already in my career; the first time from management's attempt at furlough due to a backed up training system as a newhire, and the second time from you. This entire time I've said I'd move over and out if the letter was in place and a protocol I could read was dictating where and why I go. I do not owe you my job until I can read the bi-directional flow through agreement. Thanks in advance for posting it here, because I can't find it.

If I could go back to PDT, I would.

Ain't no upgrades in sight- you'd like to be an FO? If you left as a CA, you'd HAVE go through FO training to fly for Piedmont; right seats are the only seats being filled (newhires). OR, you would STILL BE WAITING FOR A CAPTAIN'S POSITION!! Would the terms instantly let you willingly bounce somebody out, or do you think an agreement would exist that involves taking positions as they come available?

they have to let us come back, with original seniority and give us back-pay from the time we were furloughed from MDA.

....

I'm sorry you're out of a job for the very short term, and I'll gladly play by the rules when the rules are published. I'd rather have you flying here as do most of us, but until that agreement is ratified, published, distributed and applied...

 

[ALGFLYR]

What the PDT MEC did was protect me from a bump flush until the LOA numbered TBD was written. They effictively saved my job twice already in my career; the first time from management's attempt at furlough due to a backed up training system as a newhire, and the second time from you. This entire time I've said I'd move over and out if the letter was in place and a protocol I could read was dictating where and why I go. I do not owe you my job until I can read the bi-directional flow through agreement. Thanks in advance for posting it here, because I can't find it.

OMG! An intelligent post! I don't believe it...

Anyway, thanks for the input. First of all the LOA #TBD only had to do with non-CEL pilots at MDA being able to come to PDT in the event of furlough. Original ML furloughees were supposed to be able to flow back somehow.

I don't think a bump and flush was an option. I should have been able to come back to PDT with my longevity and take a captain spot when one became available. Nobody would have gotten furloughed, however, that would have taken the upgrade from a current FO. While MDA was around, if a pilot senior to me wanted to come to MDA and there was no class, he couldn't force his way over and result in a furlough of the junior guy. He had to wait for an operning and then come over and then take his spot ahead of me, even though I had been there longer. We should have been able to come back when there was a CA opening. Granted, it may have been awhile. I already have the type rating and flew the Dash for many years, so there should have been no surprises in training, other than the PDT way to operate...

I agree it's frustrating not knowing what rules Mngt will play by this time. There were questions that needed to be written down before we came back, such as the bump/flush issue, and the PDT MEC stalled on that because they didn't want us to come back. Then when the AWA merger was announced and they realized we will be included in the integration, they had a change of heart and really pushed for it. Unfortunately the damage was already done. It was too little, too late....

 

[olympus593]

It was too little, too late....[/quote]

It doesn't matter what you think the flow thru is still a go per ours contract.
You don't like it? Too bad!!!

 

[Clipper_Aurora]

OH MR. ALGFLYR, what you expect when the door closes? You already sound like an A&&hol& , you want intellegent post, here let me help you out with your decision, coming here would be pure hell, reserve bullsh&t, not time off, and best of all every FO here pissed at you and don't think that stops when the door closes, and guess what your right that plane won"T move until I decide it will cowboy....I mean crewmember

I hope this helps, all the best to you

me

 

[Sig]

There were questions that needed to be written down before we came back, such as the bump/flush issue, and the PDT MEC stalled on that because they didn't want us to come back.

I don't think your perception of the MEC's motivation is accurate in the least. I seriously doubt anyone on our MEC was dead-set against you coming back- it's a three sided problem. First: The flowback and seniority issue just wouldn't jive. You can recognize that immediately. You can tell me you'd want positions as they came available (which is how it should be) but that wasn't the intial "offer," was it? Second: Nothing in writing anyway, so their (PDT MEC) first priority is to prevent their constituents moving an inch without that LOA. Again, I doubt you can really blame them for stalling on the initial motion for MDA pilots to come back without a protocol in place. What happens when movement occurs again? No provision exists for a guy like me to come back to my seat when it does. That's what they are there to do. Third: Management. It's a matter of money in their eyes, and a LOA would certainly help (force) them to work with the MECs involved to get you back. Why let you back and keep your longevity pay and the like, when a newhire gets the same amount of training for such little pay to keep thereafter and not have to worry about them certainly going away in a few months en masse?

I've said it once, I'll say it again- every pilot here agrees that nobody should be on the street. Period. I'd certainly delay upgrade, move down to reserve, move out of base, work at Home Depot, whatever- as long as that letter was in place. It would take care of BOTH of us, and that's the best and only way to do this.

No damage was done out of spite. It was done out of lack of foresight! Nobody (with the exception of a DEEEEELUSIONAL CHQ CA I talked to once in PHL who claimed he knew this was in the playbook since day one, the frackin nutjob) thought you'd be on the street like this, so that portion of the agreement was tabled.

Don't knock my MEC for doing what they did because you think it was to screw you; it was to protect me. I'd still advocate bringing you back, as would a majority of us. Why you'd be such a glutton for punishment is beyond me...

Enjoy the recall rights, okay? Let us play pilot in the nasy hot Dash that you left for greener pastures, and hope for the best for all of us.

 

[FR8mastr]

Sig,

This is not intended to flame!!
After reading your take on this situation, I can understand how a flow was never worked out.

On one hand you seem to acknowledge that the pilots that left should be able to come back, but on the other you dont want that to happen as your position is not yet written in stone (I do not agree that you would have lost your job). Basically you want to flow up without any agreement being signed, but to flow back you need a signed agreement.
The PDT MEC did the same thing. When former PDT pilots were looking for PDT to honor the intent of the proposed flow and allow us back we were all given these same excuses on why we could not come back. This directly resulted in the removal of the ghost numbers being saved on the ML list for CEL pilots. PDT missed a great chance to sure up a flow by honoring the already agreed to parts of the proposed flow thru. This attitude only changed after the 190's were announced.
I agree with you that I dont think anyone is out to get us at PDT, but by inaction and indifference in the beginning of the downturn at MDA, the fate of the flow in its old form was DOA

 

[LearLove]

"Basically you want to flow up without any agreement being signed, but to flow back you need a signed agreement."

bingo - ding ding ding, Vanna tell him what he's won...........

 

[Sig]

Basically you want to flow up without any agreement being signed, but to flow back you need a signed agreement.

No offense taken, and none intended here: I want exactly what you got. Qualify that with a flow back in stone, and we're both happy- even if it means I hit the street.

 

[ALGFLYR]

OH MR. ALGFLYR, what you expect when the door closes? You already sound like an A&&hol& , you want intellegent post, here let me help you out with your decision, coming here would be pure hell, reserve bullsh&t, not time off, and best of all every FO here pissed at you and don't think that stops when the door closes, and guess what your right that plane won"T move until I decide it will cowboy....I mean crewmember

I hope this helps, all the best to you

me

I thought you said this was going to be an intelligent post... oh well....

 

[ALGFLYR]

You can tell me you'd want positions as they came available (which is how it should be) but that wasn't the intial "offer," was it? Second: Nothing in writing anyway, so their (PDT MEC) first priority is to prevent their constituents moving an inch without that LOA. Again, I doubt you can really blame them for stalling on the initial motion for MDA pilots to come back without a protocol in place. What happens when movement occurs again? No provision exists for a guy like me to come back to my seat when it does. That's what they are there to do. Third: Management. It's a matter of money in their eyes, and a LOA would certainly help (force) them to work with the MECs involved to get you back. Why let you back and keep your longevity pay and the like, when a newhire gets the same amount of training for such little pay to keep thereafter and not have to worry about them certainly going away in a few months en masse?

No damage was done out of spite. It was done out of lack of foresight! Nobody thought you'd be on the street like this, so that portion of the agreement was tabled.

I agree that we shouldn't have been able to come back without an agreement in place for your protection and mine. Once the furloughs were announced, they talked about how it would work, however, PDT took a strongarm approach which they knew would delay any agreement until after the first furloughs occurred. That's when the damage was done. An agreement wasn't that hard really, we come back when an opening occurred with our seniority. The company would have liked that - CA's coming that are already typed in the Dash. Less money for them to spend to get qualified pilots.

I believe this delay was a calculated move on the part of the PDT MEC. They knew it would prevent anyone from coming back. Then the AWA merger was announced as was the 190's. Then they realized they F'ed up and possibly lost the flow-thru which really didn't mean anything before the merger.

On another note about management. I don't think they want a flow-thru anymore. It will be very hard to get them to sign one now. When MDA started calling CEL pilots, they were getting highly qualified pilots they knew would be able to pass training - less likely to have to re-train - less money to staff the airline. PDT and ALG were downsizing and furloughs were coming - less people to furlough - less money to spend on that part. Our ability to flow up was driven by money being saved by Management - nothing more.

Now, if a PDT CA leaves to fly the 190, they have to train him on the 190 (had to do anyway - this is a fixed cost) they have to updrade a PDT FO to take his CA spot, they have to hire a new-hire to replace the upgrading FO. That's 3 expensive training events to get one 190 pilot. If they hire off the street to get the 190 pilot, there is only one training event. That's serious money when your bringing on an entire new fleet of aircraft.

 

[PSAChiefPilots]

Since the original question may not have been answered:

DAY is the junior base and First year Capt. pay is around $54 per hour and Reserve guarantee is 72 hours.

And I may add, For all you former CEL guys waiting to come to PSA, you gotta remember...

No Additional Jets = No Additional Jobs
(although there may be a "Backfill class")


PSACPSP

 

[trainer8]

Since the original question may not have been answered:

DAY is the junior base and First year Capt. pay is around $54 per hour and Reserve guarantee is 72 hours.

And I may add, For all you former CEL guys waiting to come to PSA, you gotta remember...

No Additional Jets = No Additional Jobs

(although there may be a "Backfill class")

PSACPSP

Parenthetical statement fulfilled...Backfills announced...8 J4J positions at PSA open...August 7th class...got the letter this week from Charmane.

T8

 

[flyNICKair]

Now, if a PDT CA leaves to fly the 190, they have to train him on the 190 (had to do anyway - this is a fixed cost) they have to updrade a PDT FO to take his CA spot, they have to hire a new-hire to replace the upgrading FO. That's 3 expensive training events to get one 190 pilot. If they hire off the street to get the 190 pilot, there is only one training event. That's serious money when your bringing on an entire new fleet of aircraft.[/quote]


This type of argument always sounds good, but is not completely correct. You have to factor in the savings of getting rid of the fat cats pay at the top of the seniority list and their triple/quadruple vacation (making them more expensive and less productive).

ALGFLYER is correct, the list is set, they are ML employees now, everyone should move on.

Everyone is missing the forrest for the trees; This group of people is such a small percentage of the big picture. When the Airways ball gets rolling (190s, retirement etc.), we can all have a piece of the pie.

 

[FR8mastr]

Since the original question may not have been answered:

DAY is the junior base and First year Capt. pay is around $54 per hour and Reserve guarantee is 72 hours.

And I may add, For all you former CEL guys waiting to come to PSA, you gotta remember...

No Additional Jets = No Additional Jobs
(although there may be a "Backfill class")


PSACPSP

So what youre saying is, if there are no new jets and no backfill seats there wont be anymore J4J positions? Thank you for enlightening us all Mr. master of the obvious.

PS nice touch on the large print that was really intimidating

 

[Crzipilot]

All a piece of the pie??? By preferential interviews and such??/ Or is your god given right to move up to a major, since you fly an airplane.

Hence, the desire for a flow through. No longer having to jump through hoops to get on with Daddy. If anyone remembers back in the 90's.....AAA had the window for apps open for about 1-3months. Forget the total time, but anyways, in that time they got about 15k apps. Out of those Apps, no clue how many were interviewed, but the final tally was 1850 hired. So maybe a 1-10 shot or so. Same with UAL, AAA et cetc... Ya there is going to be movement and openings (we hope) but how many are out there now that meet the qualifications of 1000 TT????

 

[trainer8]

All a piece of the pie??? By preferential interviews and such??/ Or is your god given right to move up to a major, since you fly an airplane.

Hence, the desire for a flow through. No longer having to jump through hoops to get on with Daddy. If anyone remembers back in the 90's.....AAA had the window for apps open for about 1-3months. Forget the total time, but anyways, in that time they got about 15k apps. Out of those Apps, no clue how many were interviewed, but the final tally was 1850 hired. So maybe a 1-10 shot or so. Same with UAL, AAA et cetc... Ya there is going to be movement and openings (we hope) but how many are out there now that meet the qualifications of 1000 TT????

For what its worth, I when I was in CLT last month, the E190 Contract Training guys and said that the U E190 Program Manager has talked to JK about the impact on PDT of pulling PDT pilots should that door open, and its impact on PDT. Airway's Hub site even says U anticipates having to hire off the street for the 190. I know its rumor, but the source is reliable.

T8