It's that time again. Every year I lay it all out on the table on what I made the previous year. This is by no means gloating as....well regional pilots don't make a lot of money.
I got a pay raise in October 2007 to year 7 pay. I make approximately $42 per hour now.
Total Wages, Tips and other Compensation - $42792.90
Total Federal and State taxes - $4666.01
Total per diem - $4965.58
Total 401K contributions by my employer - $2364.46
Total money in my benefit including hourly pay, per diem and 401K for 2013 - $50,122.94
In 2013 I flew a total of 758 hours. I didn't pick up much extra flying. I'm going to guess maybe 30 hours over the course of the year. I took almost 4 weeks off for vacation. Overall it was a pretty good year.
Last year I thought I would be Captain within 18 months...I have another 6 months to get a Captain award or I'm going to be wrong. Eh.
Monday, January 13, 2014
Sunday, January 12, 2014
Pooh, Tink and RVR
Trip started with a 11:30 AM report time. I met the Captain at the gate. Nice guy I've flown with once before. He's fairly senior and has no plans on changing airlines. He will retire as a regional jet Captain.
He took the first leg out. Next two were mine. Day 1 was 7 hours of flying.
The leg to the overnight was a decent 2 hour flight. My airline has been playing musical Flight Attendants lately. The one for the overnight had her preferred name as "Tink". Yup.....Tink.
Winds at the out station were 040@10. Ceilings were 3500 feet. I had the option of a straight in for runway 4 or a short downwind for runway 32 right. Runway 4 was 6000 feet while 32R was 8200 feet. There was thin patchy snow reported on runways and taxiways. The performance chart showed I only needed 4700 feet of runway to stop. I opted for runway 32R. If anything odd happened I'd have plenty of room to spare. I entered a left downwind and a quick sweep to final. Done.
As I walked into the terminal I thought "this doesn't look familiar at all, guess I've never been here."
Short ride to the hotel. Once I walked in it seemed familiar. I had been here before, back when it was a 8 1/2 hour overnight. Foggy memory.
This sequence has all early starts. The first morning was a 7 AM van. Me being me....I always wake up on my own way before the alarm clock.
Light snow falling. Deicing was needed.
Quick flight to O'hare. The Polar Vortex that shut down the airport last week was gone. Easy (for Chicago) approach to runway 28 Center. Arrived 10 minutes early.
I then had 3 hours of airport appreciation.
Being in Chicago I stopped by Burrito Beach for a vegetarian burrito. It was good...but stained my shirt. For the first time in 6 years I had to pull out the backup shirt I carry.
Snow began falling. The ramp was covered in orange slush. Doing a preflight in a ramp covered in Glycol is no bueno. Glad I don't do it everyday or I'd have to buy shoes much more often.
The Flight Attendant for my second leg was nicknamed "Pooh"....yes like Winnie the Pooh.
Being a deicer is a thankless job. Most deicers I see have no face protection. Every now and then they have goggles. I couldn't do it. Being hit with hot glycol all day long. Yuck. One perk is the cool name. At every airport the guy in the bucket is called "Iceman".
After being hit with Type I (deicing fluid) and Type IV (anti-icing fluid) we were on our way. With light snow the charts said we had 45 minutes of protection. We were off the ground in 20 minutes.
Got to the overnight early.
Day 3 was supposed to start with a 4:30 AM alarm for a 5:20 AM van. Me being me I was up at 3:35 AM. I always wake up early when I have an early show.
My two legs. Both approaches were ILS's to mins.
During the second approach we got a master caution for "Access Doors" right when I called for gear down. Thankfully it went away. Could have been the high winds in the clouds caused a sensor to be off for just a moment.
Day 4 started with a 5:30 AM van time. Three legs worth 7 hours 45 minutes. Just two 35 minute turns meant I will be in the flight deck seat nearly non-stop.
The first leg was my Captains. Long flight blocked for 3 hours 20 minutes. Due to local weather, high headwinds, and destination weather we departed the gate with full fuel tanks.
Weather at the outstation was crap. Reporting 1/2 mile visibility. The ground was so foggy tower advised to notify him when we were ready as he couldn't see us. Taxiing around very slowly we made our way to the runway. Due to the low visibility we had a takeoff alternate as we could not return due to 100 foot ceilings.
"Cleared for takeoff, turn right heading 270, I'll turn the lights on high for you." stated the tower.
As the Captain lined up the plane on the runway it was just like we were in the sim. Runway Visual Range was reported as 2000 but it looked like maybe 800. We only needed 600 for takeoff. That number is how far down the runway we can see. The runway was equipped with center line lighting which is very valuable when screaming down the runway at 140 MPH.
Standard takeoff.
During climb out we had to dodge weather while level at 12,000. We couldn't climb higher for a while as there were aircraft holding for nearby airports. We got some pretty good jolts of turbulence while picking our way through weather. About 40 miles out we were cleared up.
Shortly after leveling off at FL340 we got a master caution, one of the packs had gone offline. The pack in question was primarily for the flight deck air conditioning but is needed for pressurization of the entire aircraft.
I ran the checklist which called for turning it off manually, setting the temperature selector to "12 o'clock" (not hot or cold) and waiting 3 minutes while monitoring the cabin pressurization.
After 3 minutes I reset everything.....and it was still offline.
We then had to descend to FL240 as that's the max altitude for single pack operation. Not even 1/3rd through the flight, we discussed the need to divert for fuel. We can normally manage 2-4 thousand foot changes no problem....but 10,000 feet is huge.
Conicidentially the airport my Captain commutes from was just 90 miles ahead.
"We can head to Nashville" he said.
"Ha, convenient eh? Too bad we will be 3000 pounds over max landing weight if we did." I replied.
We sent a message to our dispatcher and our thinking about diverting. The dispatcher worked the numbers and said we could continue to our destination legally but we would use up all of our hold fuel and wiggle room. We would arrive with just the reserve fuel. The weather at the hub was now VFR and expected to stay that way.
The Captain and I agreed to continue on, but if things started looking iffy at all there were several airports we serve that we could stop off for fuel.
It all worked out and we landed with a little over reserve fuel on board. It helped the hub went from IFR to VFR.
New problem was we were scheduled to keep the plane for the next turn. Since it only had one pack that wasn't an option. My Captain commutes and hoped to make a 2:40PM flight home. Our scheduled arrival time as 2:30PM.
Plane swap.
The next plane was originally fueled to go on a much longer flight. Rather than waste time and effort defueling, the dispatcher "worked up" the need for an alternate and gave us an hour of hold fuel. The numbers only worked due to a very light passenger load.
"Do you mind flying it up so I can fly it back and have my commute fate in my own hands?" asked my Captain.
"I get paid the same either way." I replied.
It turns out we needed some of that fuel as it was constant moderate chop at our planned altitude. Down we went for smooth air..burning up the hold fuel.
Out station had 700 foot overcast. Winds on the ATIS were 300@9. There was an ILS to runway 3 or a GPS/RNAV to 33. The taxi from runway 3 is much shorter. That combined with an ILS and longer runway meant I picked runway 3 for the approach.
We picked up a little ice during the approach. Tower cleared us to land, but advised winds had picked up and were now 300@20G25. I had not had a good crosswind during landing in a while.
The nose of the plane was pointed toward the wind, meaning a good deal left of center of the runway. Approach speed was 135 knots or around 155 MPH. Just over 10 feet above the runway pushed the right rudder forward and put the left aileron down. Took a little wiggling but I flew the plane right onto the runway centerline. Done.
Blocked in 14 minutes late. We had a full load leaving.
Cold...but no snow.
Fairly quick turn and just 24 minutes after the cabin door opened, it was closed and we were on our way home.
Being so full we had to perform a max performance takeoff to have enough speed and altitude to meet terrain clearance.
Up and away we went.
My Captain asked for as much "wiggle" fuel as possible. The extra fuel and a 100 knot tailwind meant we were estimated to be 45 minutes EARLY.
We got several short cuts.
"I'm not sure who you paid off....but it's working." I told my Captain.
Lined up for final I tried one more short cut. We were cleared to land on the outboard runway. Being VFR I could tell there was no one waiting for takeoff on the inboard runway.
"Any chance we can land on the right?" I asked tower. A moment later we were cleared to land on the inboard.
Four day trip done. We blocked in 40 minutes early at 1:50PM. I still get paid for the full block time and the Captain had time to drop off his kit bag, get lunch and still make his 2:40PM commute flight home.
It's only the 12th day of the month, but I have no flights planned. I might pick up something next week....or I might just enjoy time at home.
He took the first leg out. Next two were mine. Day 1 was 7 hours of flying.
The leg to the overnight was a decent 2 hour flight. My airline has been playing musical Flight Attendants lately. The one for the overnight had her preferred name as "Tink". Yup.....Tink.
Winds at the out station were 040@10. Ceilings were 3500 feet. I had the option of a straight in for runway 4 or a short downwind for runway 32 right. Runway 4 was 6000 feet while 32R was 8200 feet. There was thin patchy snow reported on runways and taxiways. The performance chart showed I only needed 4700 feet of runway to stop. I opted for runway 32R. If anything odd happened I'd have plenty of room to spare. I entered a left downwind and a quick sweep to final. Done.
As I walked into the terminal I thought "this doesn't look familiar at all, guess I've never been here."
Short ride to the hotel. Once I walked in it seemed familiar. I had been here before, back when it was a 8 1/2 hour overnight. Foggy memory.
This sequence has all early starts. The first morning was a 7 AM van. Me being me....I always wake up on my own way before the alarm clock.
Light snow falling. Deicing was needed.
Quick flight to O'hare. The Polar Vortex that shut down the airport last week was gone. Easy (for Chicago) approach to runway 28 Center. Arrived 10 minutes early.
I then had 3 hours of airport appreciation.
Being in Chicago I stopped by Burrito Beach for a vegetarian burrito. It was good...but stained my shirt. For the first time in 6 years I had to pull out the backup shirt I carry.
Snow began falling. The ramp was covered in orange slush. Doing a preflight in a ramp covered in Glycol is no bueno. Glad I don't do it everyday or I'd have to buy shoes much more often.
The Flight Attendant for my second leg was nicknamed "Pooh"....yes like Winnie the Pooh.
Being a deicer is a thankless job. Most deicers I see have no face protection. Every now and then they have goggles. I couldn't do it. Being hit with hot glycol all day long. Yuck. One perk is the cool name. At every airport the guy in the bucket is called "Iceman".
After being hit with Type I (deicing fluid) and Type IV (anti-icing fluid) we were on our way. With light snow the charts said we had 45 minutes of protection. We were off the ground in 20 minutes.
Got to the overnight early.
Day 3 was supposed to start with a 4:30 AM alarm for a 5:20 AM van. Me being me I was up at 3:35 AM. I always wake up early when I have an early show.
My two legs. Both approaches were ILS's to mins.
During the second approach we got a master caution for "Access Doors" right when I called for gear down. Thankfully it went away. Could have been the high winds in the clouds caused a sensor to be off for just a moment.
Day 4 started with a 5:30 AM van time. Three legs worth 7 hours 45 minutes. Just two 35 minute turns meant I will be in the flight deck seat nearly non-stop.
The first leg was my Captains. Long flight blocked for 3 hours 20 minutes. Due to local weather, high headwinds, and destination weather we departed the gate with full fuel tanks.
Weather at the outstation was crap. Reporting 1/2 mile visibility. The ground was so foggy tower advised to notify him when we were ready as he couldn't see us. Taxiing around very slowly we made our way to the runway. Due to the low visibility we had a takeoff alternate as we could not return due to 100 foot ceilings.
"Cleared for takeoff, turn right heading 270, I'll turn the lights on high for you." stated the tower.
As the Captain lined up the plane on the runway it was just like we were in the sim. Runway Visual Range was reported as 2000 but it looked like maybe 800. We only needed 600 for takeoff. That number is how far down the runway we can see. The runway was equipped with center line lighting which is very valuable when screaming down the runway at 140 MPH.
Standard takeoff.
During climb out we had to dodge weather while level at 12,000. We couldn't climb higher for a while as there were aircraft holding for nearby airports. We got some pretty good jolts of turbulence while picking our way through weather. About 40 miles out we were cleared up.
Shortly after leveling off at FL340 we got a master caution, one of the packs had gone offline. The pack in question was primarily for the flight deck air conditioning but is needed for pressurization of the entire aircraft.
I ran the checklist which called for turning it off manually, setting the temperature selector to "12 o'clock" (not hot or cold) and waiting 3 minutes while monitoring the cabin pressurization.
After 3 minutes I reset everything.....and it was still offline.
We then had to descend to FL240 as that's the max altitude for single pack operation. Not even 1/3rd through the flight, we discussed the need to divert for fuel. We can normally manage 2-4 thousand foot changes no problem....but 10,000 feet is huge.
Conicidentially the airport my Captain commutes from was just 90 miles ahead.
"We can head to Nashville" he said.
"Ha, convenient eh? Too bad we will be 3000 pounds over max landing weight if we did." I replied.
We sent a message to our dispatcher and our thinking about diverting. The dispatcher worked the numbers and said we could continue to our destination legally but we would use up all of our hold fuel and wiggle room. We would arrive with just the reserve fuel. The weather at the hub was now VFR and expected to stay that way.
The Captain and I agreed to continue on, but if things started looking iffy at all there were several airports we serve that we could stop off for fuel.
It all worked out and we landed with a little over reserve fuel on board. It helped the hub went from IFR to VFR.
New problem was we were scheduled to keep the plane for the next turn. Since it only had one pack that wasn't an option. My Captain commutes and hoped to make a 2:40PM flight home. Our scheduled arrival time as 2:30PM.
Plane swap.
The next plane was originally fueled to go on a much longer flight. Rather than waste time and effort defueling, the dispatcher "worked up" the need for an alternate and gave us an hour of hold fuel. The numbers only worked due to a very light passenger load.
"Do you mind flying it up so I can fly it back and have my commute fate in my own hands?" asked my Captain.
"I get paid the same either way." I replied.
It turns out we needed some of that fuel as it was constant moderate chop at our planned altitude. Down we went for smooth air..burning up the hold fuel.
Out station had 700 foot overcast. Winds on the ATIS were 300@9. There was an ILS to runway 3 or a GPS/RNAV to 33. The taxi from runway 3 is much shorter. That combined with an ILS and longer runway meant I picked runway 3 for the approach.
We picked up a little ice during the approach. Tower cleared us to land, but advised winds had picked up and were now 300@20G25. I had not had a good crosswind during landing in a while.
The nose of the plane was pointed toward the wind, meaning a good deal left of center of the runway. Approach speed was 135 knots or around 155 MPH. Just over 10 feet above the runway pushed the right rudder forward and put the left aileron down. Took a little wiggling but I flew the plane right onto the runway centerline. Done.
Blocked in 14 minutes late. We had a full load leaving.
Cold...but no snow.
Fairly quick turn and just 24 minutes after the cabin door opened, it was closed and we were on our way home.
Being so full we had to perform a max performance takeoff to have enough speed and altitude to meet terrain clearance.
Up and away we went.
My Captain asked for as much "wiggle" fuel as possible. The extra fuel and a 100 knot tailwind meant we were estimated to be 45 minutes EARLY.
We got several short cuts.
"I'm not sure who you paid off....but it's working." I told my Captain.
Lined up for final I tried one more short cut. We were cleared to land on the outboard runway. Being VFR I could tell there was no one waiting for takeoff on the inboard runway.
"Any chance we can land on the right?" I asked tower. A moment later we were cleared to land on the inboard.
Four day trip done. We blocked in 40 minutes early at 1:50PM. I still get paid for the full block time and the Captain had time to drop off his kit bag, get lunch and still make his 2:40PM commute flight home.
It's only the 12th day of the month, but I have no flights planned. I might pick up something next week....or I might just enjoy time at home.
Saturday, January 4, 2014
I'm not tired anymore
Starting this month I won't be tired anymore....it's about time.
In the past I would have just 8 1/2 hours to leave an airport and return. Very little sleep. Now I have at least 10. The more important number is 8 hours of opportunity for sleep.
The rules are quiet different than the past and I'm still digging into them. My union has an app that helps figure out legalities. This morning for example I had a 4:15AM report time. In the past I could work until 6:15PM. With the new rules I could not work past 2:15PM. Much better.
Just finished a 4 day trip. I took lots of notes on how not to be a Captain. The guy I flew with is 64 years and 11 month old. On his way out. On more than one occasion I had to speak up and stand my ground to protect myself as I have 28 years of flying left.
I have just one 4 day trip left for the month.
This morning was just one leg in...done at 8:00 AM. Time to hang out with my family....almost like a day off.
In the past I would have just 8 1/2 hours to leave an airport and return. Very little sleep. Now I have at least 10. The more important number is 8 hours of opportunity for sleep.
The rules are quiet different than the past and I'm still digging into them. My union has an app that helps figure out legalities. This morning for example I had a 4:15AM report time. In the past I could work until 6:15PM. With the new rules I could not work past 2:15PM. Much better.
Just finished a 4 day trip. I took lots of notes on how not to be a Captain. The guy I flew with is 64 years and 11 month old. On his way out. On more than one occasion I had to speak up and stand my ground to protect myself as I have 28 years of flying left.
I have just one 4 day trip left for the month.
This morning was just one leg in...done at 8:00 AM. Time to hang out with my family....almost like a day off.
Friday, December 27, 2013
Fly a trip....get a Blendtec
One thing I like about my job is being able to make extra money. It's something all hourly employees can do.
I had a great Christmas off with my family.
The day after my wife had to work...so I figured I'd work as well.
This time of year is always rough staffing. My company was paying a premium for pilots to fly all week.
I picked up a turn worth 5 hours that paid 7.5 hours. Easy day trip.
It left late but arrived back on time. When done I earned enough to pay for a Blendtec blender I've been eyeing.
Next month is going to be interesting. I have vacation for a week. During the bidding process I selected an option to maximize my time off...thus I work a whole 8 days next month. Just two four day trips.
Time to play with my Blender.....
I had a great Christmas off with my family.
The day after my wife had to work...so I figured I'd work as well.
This time of year is always rough staffing. My company was paying a premium for pilots to fly all week.
I picked up a turn worth 5 hours that paid 7.5 hours. Easy day trip.
It left late but arrived back on time. When done I earned enough to pay for a Blendtec blender I've been eyeing.
Next month is going to be interesting. I have vacation for a week. During the bidding process I selected an option to maximize my time off...thus I work a whole 8 days next month. Just two four day trips.
Time to play with my Blender.....
Monday, December 23, 2013
Hostile Work Environment
There is a very scary thing going on out in the regional industry. It's going to get uglier before it (might) gets better. The bar is being lowered further than I could ever have imagined.
Back in 2006 when I started at ALLATPs things were bustling. My location was very busy. Instructors were flying at midnight as that was the only time planes were available.
After 2009 things started slowing down. Today my old school is much slower.
Banks are no longer willing to hand over $60,000 to a person wanting to learn to fly and work for an airline. The banks have been burned badly by the folks who got the $50,000 loans in 2006 who can't pay them back. Reason? Stagnation.
Back in 2007 several regional airlines were touting their 2 year upgrades. Heck I have friends that went to those 2 year upgrade airlines. Pilots figured the'd eat ramen noodles for 2 years then double their pay.
Just THIS year they began upgrading.......over 6 years later. Upgrade time is very fluid.
In the meantime there has been a lot of consolidation among the regional airlines. I thought this would lead to higher pay as there are fewer dogs in the fight. I was wrong.
The first airline to succumb to the dangling carrot of "fly it for less and get new airplanes" was PSA. PSA is a fairly small airline owned by US Airways. They agreed (among other things), to cap Captain pay at 12 years, First Officer pay at 4 years, much higher medical insurance cost, less per diem and more....all for 30 jets.
Their upgrade time is over 6 years.
Management stated they needed the cuts to help operate the jets competitively. Fine...management take the pay cuts. The pilots didn't buy the current jets that are now obsolete. When Progressive Insurance needs to buy new computers and vehicles for their agents, do they ask agents for money? No. They find the money through higher cost to the customer. The pilots don't get to take the jets home...or fly them on weekends to visit family. They are a tool. Same as a tool on an assembly line to build a widget. The use of the tool benefits the company...not the employee.
It gets better....errr worse.
Management FIRST went to the airline currently known as American Eagle (they are getting a new name as American Eagle is now a brand). The union saw the same proposal and said no. They stood their ground as they had already taken concessions the previous year in which they were promised jets...but got nothing as their parent company went into bankruptcy.
Right now two of the largest regionals are being told by management to do it for less or else, Expressjet and American Eagle.
Since American Airlines and US Airways merged, American Eagle (formerly owned by AMR) PSA, and Piedmont (both formerly owned by US Airways) are now all family under the American Airlines Group.
American Eagle pilots have allegedly been threatened by management that if they don't take the current offer (which is almost a mirror of PSA) they will be "Comair II".
Comair was once a great regional. They had a great pay, work rules and were highly respected.
Back in 2001 they went on strike after Delta threatened cuts. That strike REALLY hurt Delta as Comair did the majority of the regional flying.
Comair won the battle...but Delta won the war. Delta began farming out more and more regional feed. Comair began shrinking. Finally Delta had enough regional feeders that they closed Comair down.
Up until 2012 American Eagle performed over 95% of the regional flying for American Airlines. In 2012 American Airlines closed the American Eagle Los Angeles base (after the pilots voted in concessions) and brought in Skywest to do the flying and expanded the flying. American Airlines then brought in Expressjet to do flying in DFW along side American Eagle. In Chicago they brought in their first 76 seat regional jets to be flown by Republic. American wanted diversified feed even though American Eagle has a no strike clause and took the required concessions.
It's going to get ugly at American Eagle. Over the weekend their Union sent out a letter stating crew members are no longer allowed to commute home if they get sick while on a trip. Instead the crew member must pay for a hotel where ever they are until they are better. This is another attack as it's okay for a passenger to fly sick, but not a crew member sitting in the back of the plane?
This new policy could force pilots (especially First Officers) to fly sick to avoid having to spend money on a hotel room, which in New York could easily cost $150 a night.
Anyone remember Colgan 3407? That First Officer mentioned flying sick because they didn't want to pay for a hotel room.
If an American Eagle pilot commutes home anyway they could have their travel privileges revoked meaning they can't commute to work on American Airlines or American Eagle. Management can easily track a crew member even if they fly on another airline.
This industry is in a tailspin. I've already told my wife I am prepared to exit if I'm forced to work for less money than I expected when I joined my airline. She supports me. I love my job. I love flying....but I will not do it for sub poverty wages.
Good luck Expressjet and Eagle. The results will be known January 14th for BOTH airlines.
Back in 2006 when I started at ALLATPs things were bustling. My location was very busy. Instructors were flying at midnight as that was the only time planes were available.
After 2009 things started slowing down. Today my old school is much slower.
Banks are no longer willing to hand over $60,000 to a person wanting to learn to fly and work for an airline. The banks have been burned badly by the folks who got the $50,000 loans in 2006 who can't pay them back. Reason? Stagnation.
Back in 2007 several regional airlines were touting their 2 year upgrades. Heck I have friends that went to those 2 year upgrade airlines. Pilots figured the'd eat ramen noodles for 2 years then double their pay.
Just THIS year they began upgrading.......over 6 years later. Upgrade time is very fluid.
In the meantime there has been a lot of consolidation among the regional airlines. I thought this would lead to higher pay as there are fewer dogs in the fight. I was wrong.
The first airline to succumb to the dangling carrot of "fly it for less and get new airplanes" was PSA. PSA is a fairly small airline owned by US Airways. They agreed (among other things), to cap Captain pay at 12 years, First Officer pay at 4 years, much higher medical insurance cost, less per diem and more....all for 30 jets.
Their upgrade time is over 6 years.
Management stated they needed the cuts to help operate the jets competitively. Fine...management take the pay cuts. The pilots didn't buy the current jets that are now obsolete. When Progressive Insurance needs to buy new computers and vehicles for their agents, do they ask agents for money? No. They find the money through higher cost to the customer. The pilots don't get to take the jets home...or fly them on weekends to visit family. They are a tool. Same as a tool on an assembly line to build a widget. The use of the tool benefits the company...not the employee.
It gets better....errr worse.
Management FIRST went to the airline currently known as American Eagle (they are getting a new name as American Eagle is now a brand). The union saw the same proposal and said no. They stood their ground as they had already taken concessions the previous year in which they were promised jets...but got nothing as their parent company went into bankruptcy.
Right now two of the largest regionals are being told by management to do it for less or else, Expressjet and American Eagle.
Since American Airlines and US Airways merged, American Eagle (formerly owned by AMR) PSA, and Piedmont (both formerly owned by US Airways) are now all family under the American Airlines Group.
American Eagle pilots have allegedly been threatened by management that if they don't take the current offer (which is almost a mirror of PSA) they will be "Comair II".
Comair was once a great regional. They had a great pay, work rules and were highly respected.
Back in 2001 they went on strike after Delta threatened cuts. That strike REALLY hurt Delta as Comair did the majority of the regional flying.
Comair won the battle...but Delta won the war. Delta began farming out more and more regional feed. Comair began shrinking. Finally Delta had enough regional feeders that they closed Comair down.
Up until 2012 American Eagle performed over 95% of the regional flying for American Airlines. In 2012 American Airlines closed the American Eagle Los Angeles base (after the pilots voted in concessions) and brought in Skywest to do the flying and expanded the flying. American Airlines then brought in Expressjet to do flying in DFW along side American Eagle. In Chicago they brought in their first 76 seat regional jets to be flown by Republic. American wanted diversified feed even though American Eagle has a no strike clause and took the required concessions.
Could American Eagle be next? They have roughly 2900 pilots and still perform over 85% of the flying for American Airlines. They can't be replaced overnight. At best 3 years if other regionals can find enough pilots to replace them.
It's going to get ugly at American Eagle. Over the weekend their Union sent out a letter stating crew members are no longer allowed to commute home if they get sick while on a trip. Instead the crew member must pay for a hotel where ever they are until they are better. This is another attack as it's okay for a passenger to fly sick, but not a crew member sitting in the back of the plane?
This new policy could force pilots (especially First Officers) to fly sick to avoid having to spend money on a hotel room, which in New York could easily cost $150 a night.
Anyone remember Colgan 3407? That First Officer mentioned flying sick because they didn't want to pay for a hotel room.
If an American Eagle pilot commutes home anyway they could have their travel privileges revoked meaning they can't commute to work on American Airlines or American Eagle. Management can easily track a crew member even if they fly on another airline.
This industry is in a tailspin. I've already told my wife I am prepared to exit if I'm forced to work for less money than I expected when I joined my airline. She supports me. I love my job. I love flying....but I will not do it for sub poverty wages.
Good luck Expressjet and Eagle. The results will be known January 14th for BOTH airlines.
Thursday, December 19, 2013
That guy
I had just one day off between trips this week. Glad I don't commute.
I was supposed to have a 4 day trip last week. Wednesday morning I felt well enough to go to work physically. But I didn't feel great about leaving my family for another 4 days. Once at work I decided to request Saturday off. As I handed the form to the office assistant she let me know that "critical coverage" was declared for Thursday and Friday...and that my request was behind 4 other pilots. As I made my way to the gate I had no motivation to be there. I could have called in sick....but I wasn't sick. Just going to get through this trip.
The Captain arrived. His name looked familiar when I signed in...then I saw him. A light went off....last time I flew with him I remembered he was very unpersonable. He loved to talk about himself but never listened to one thing I had to say. He has a computer background as well...thought we could talk about tech....nope just his tech. Fine with me as I get paid the same whether I talk or not. It was a 5-2-4-3 trip. He took the first leg. While at the out station I check my schedule....my request had been approved. I'd be finished at 8PM on Friday. I took the next two and he took the last two. Easy first day. Doubletree hotel. Very nice. Day 2 flying was all me.
I tried to chat with him during the trip. He had zero interest. Fine. Clouds it is.
Day 3 was 3 legs with just the last being mine. All through the trip he did something that annoyed me...but I thought it was just me.
At 500 feet on every landing the pilot not flying calls out my speed in reference to VREF and my sink rate. This is just to give me a heads up on where I am.
Prior to that...maybe 15 minutes prior...the pilot not flying sets my landing speeds via flip cards we carry on the flight deck. The speeds are all weight based and include VREF (speed I should touch down at) and how much runway is required.
We take the VREF number and add a minimum of 5 knots for light winds and...well we don't have auto-throttles so no one is perfect. Additionally if there are any steady state winds or gust those are figured in as well.
So let's use easy numbers. If my VREF was 135 knots my VAPP (speed where I should be when fully configured for landing) would be 140 knots.
If I was on speed on a calm wind day I should hear something like , "Plus 5 sink 700" at 500 feet.
Every time I landed with this guy I would hear numbers like "Plus 14 sink 800" or "Plus 9 sink 700". I glanced down at my speed tape and I was within 1 knot of VAPP....which was 5 knots over VREF. He was throwing me off.
After my final landing I had enough. After blocking in I grabbed the flip cards and asked where he was getting his speed calls from as I was on speed.
His answer? He was using the low speed awareness line as VREF and not the book VREF. I was floored.
The FAA requires some mark to show the speed that is just above stall speed to give pilots a head up. CRJs use a green line while ERJs use a white bar.
Our VREF speeds were first calculated by the manufacturer and then my company added a percentage to it. So even with a 135 knot VERF the actual stall speed is way down at maybe 120 knots. Big gap.
I politely let him know that he's the only guy I've ever flown with that calls the VREF based on the low speed awareness and that by doing so he's throwing out all the numbers in the book. Everything I briefed for the approach was based on the flip cards.
He replied with that's what's in our operating manual. I then pulled out the manual and showed him the landing profile and it stated VREF from the cards...nothing mentioned about low speed awareness.
The Captain then stated he will likely stop using the low speed awareness as a guide. Great idea!
I then gathered my things and went home. I had a great weekend with my family.
For the rest of the month I have 3 two day trips. Easy and low leg.
I was supposed to have a 4 day trip last week. Wednesday morning I felt well enough to go to work physically. But I didn't feel great about leaving my family for another 4 days. Once at work I decided to request Saturday off. As I handed the form to the office assistant she let me know that "critical coverage" was declared for Thursday and Friday...and that my request was behind 4 other pilots. As I made my way to the gate I had no motivation to be there. I could have called in sick....but I wasn't sick. Just going to get through this trip.
The Captain arrived. His name looked familiar when I signed in...then I saw him. A light went off....last time I flew with him I remembered he was very unpersonable. He loved to talk about himself but never listened to one thing I had to say. He has a computer background as well...thought we could talk about tech....nope just his tech. Fine with me as I get paid the same whether I talk or not. It was a 5-2-4-3 trip. He took the first leg. While at the out station I check my schedule....my request had been approved. I'd be finished at 8PM on Friday. I took the next two and he took the last two. Easy first day. Doubletree hotel. Very nice. Day 2 flying was all me.
I tried to chat with him during the trip. He had zero interest. Fine. Clouds it is.
Day 3 was 3 legs with just the last being mine. All through the trip he did something that annoyed me...but I thought it was just me.
At 500 feet on every landing the pilot not flying calls out my speed in reference to VREF and my sink rate. This is just to give me a heads up on where I am.
Prior to that...maybe 15 minutes prior...the pilot not flying sets my landing speeds via flip cards we carry on the flight deck. The speeds are all weight based and include VREF (speed I should touch down at) and how much runway is required.
We take the VREF number and add a minimum of 5 knots for light winds and...well we don't have auto-throttles so no one is perfect. Additionally if there are any steady state winds or gust those are figured in as well.
So let's use easy numbers. If my VREF was 135 knots my VAPP (speed where I should be when fully configured for landing) would be 140 knots.
If I was on speed on a calm wind day I should hear something like , "Plus 5 sink 700" at 500 feet.
Every time I landed with this guy I would hear numbers like "Plus 14 sink 800" or "Plus 9 sink 700". I glanced down at my speed tape and I was within 1 knot of VAPP....which was 5 knots over VREF. He was throwing me off.
After my final landing I had enough. After blocking in I grabbed the flip cards and asked where he was getting his speed calls from as I was on speed.
His answer? He was using the low speed awareness line as VREF and not the book VREF. I was floored.
The FAA requires some mark to show the speed that is just above stall speed to give pilots a head up. CRJs use a green line while ERJs use a white bar.
Our VREF speeds were first calculated by the manufacturer and then my company added a percentage to it. So even with a 135 knot VERF the actual stall speed is way down at maybe 120 knots. Big gap.
I politely let him know that he's the only guy I've ever flown with that calls the VREF based on the low speed awareness and that by doing so he's throwing out all the numbers in the book. Everything I briefed for the approach was based on the flip cards.
He replied with that's what's in our operating manual. I then pulled out the manual and showed him the landing profile and it stated VREF from the cards...nothing mentioned about low speed awareness.
The Captain then stated he will likely stop using the low speed awareness as a guide. Great idea!
I then gathered my things and went home. I had a great weekend with my family.
For the rest of the month I have 3 two day trips. Easy and low leg.
Sunday, December 15, 2013
I'm still here....
With just one day off between trips last week....I'm a bit worn. Working on a post. For now gonna sit on the couch and relax.
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