Polar742
All the responsibility none of the authority
Everytime there is a paradigm shift in the commuters, there is this same righteous "debate".
The truth of the matter is ALL commuters, regionals, feeders, or any other name you or I care to use, live off of the castoffs from the "code-share partners". The only way to tell if your commuter is going to be around in 5 or 10 years is to see if your boss is buying the "it" commuter ride.
Back in the day it was metros, beech 99s, Shorts, F27s and what not.
Then it was J31s, DO228s, Be1900, SAABS and ATRs (that sat up to what, 66?)
Then the "RJ revolution" came with the battle cry of ALL jets belong at mainline.
Then the Jumbo Shrimps and the super sewer tubes built by the Canucks. The natural deal was "everything greater than 50 seats at mainline!"
If your company doesn't buy the "it" plane, the company that does will be the next monster commuter. If no current company buys it, some whiz kid will. CHQ was almost out of business. Some non-airplane money nerds in CT bought 45 orders and 45 options of ERJs, then they bought the near-bankrupt CHQ, then bought BB.
Until there is a confluence of permanently reduced capacity probably created by re-regulation (which will wipe out the vast majority of pilot jobs) and, over time, reduced numbers of qualified pilots to fill those few jobs. That is the one way I can see of unions regaining enough strength to recapture scope. Then, and only then, can the outsourcing of flying will cease.
Until that time, there are only two ways I can see fit to deal with this. The first, which I don't recommend, because the only thing hurt is yourself and family, is falling on your sword, quitting your company anytime they fly an airplane that is outside your moral and ethical guidlines.
The second is to be an involved member of the pilot group. How do you do this? First, learn to be a professional airline pilot. Learn your company's procedures, and learn your airplane inside and out. Learn how to be a Captain in a 121 environment, regardless of what you think of your airplane, if you think you can learn it when you're "closer to upgrade", or what you think about your "third rate POS airline". Come to training events prepared, stay on top of your books. You are first and foremost a professional pilot. You can either be part of the cure or part of the problem.
Second, stay involved with what's up with the company and industry. Are the making money? Did they lose money? Was it an operational loss or due to a "one-time charge?" What's the next "cool" idea? Is it a gigantic TProp, or is it the "Holding Company" concept?
Third, and most importantly, be an involved union/pilot group member. Does that mean you HAVE to volunteer? No. At the bare minimum, make sure you're in good standing, read your CBA (especially before you call your reps), listen to VARS messages, make sure you READ items put out for a vote, and VOTE. You should volunteer for a comittee. All of us have diverse interests and things outside the cockpit. Sure the MEC chairman puts in 80 hours of work a week on those duties. Does the hotel committee members? Probably not. How about putting in 2 hours of work on a 4 day trip? That could help alot of committees just by cutting down on the busy work. Research for them. There are many, many ways to be involved, and help positively shape the pilot group. Lead by example, others WILL follow.
Fourth, if you do the above, this will be an automatic. Improve your lot. You're already flying the airplane like the professional that you are. You are knowledgeable about the industry. You are involved with your pilot group. Now your company has taken the next direction. You and your pilot group are all set. It's CBA time, and time to get the contract that the current equipment deserves. Sure there's a lag, unfortunately that's the way the game is played.
Like all things culture related, it only take a bit to wreck (say rapid expansion anyone?) but years to cultivate it.....
Have fun out there.
The truth of the matter is ALL commuters, regionals, feeders, or any other name you or I care to use, live off of the castoffs from the "code-share partners". The only way to tell if your commuter is going to be around in 5 or 10 years is to see if your boss is buying the "it" commuter ride.
Back in the day it was metros, beech 99s, Shorts, F27s and what not.
Then it was J31s, DO228s, Be1900, SAABS and ATRs (that sat up to what, 66?)
Then the "RJ revolution" came with the battle cry of ALL jets belong at mainline.
Then the Jumbo Shrimps and the super sewer tubes built by the Canucks. The natural deal was "everything greater than 50 seats at mainline!"
If your company doesn't buy the "it" plane, the company that does will be the next monster commuter. If no current company buys it, some whiz kid will. CHQ was almost out of business. Some non-airplane money nerds in CT bought 45 orders and 45 options of ERJs, then they bought the near-bankrupt CHQ, then bought BB.
Until there is a confluence of permanently reduced capacity probably created by re-regulation (which will wipe out the vast majority of pilot jobs) and, over time, reduced numbers of qualified pilots to fill those few jobs. That is the one way I can see of unions regaining enough strength to recapture scope. Then, and only then, can the outsourcing of flying will cease.
Until that time, there are only two ways I can see fit to deal with this. The first, which I don't recommend, because the only thing hurt is yourself and family, is falling on your sword, quitting your company anytime they fly an airplane that is outside your moral and ethical guidlines.
The second is to be an involved member of the pilot group. How do you do this? First, learn to be a professional airline pilot. Learn your company's procedures, and learn your airplane inside and out. Learn how to be a Captain in a 121 environment, regardless of what you think of your airplane, if you think you can learn it when you're "closer to upgrade", or what you think about your "third rate POS airline". Come to training events prepared, stay on top of your books. You are first and foremost a professional pilot. You can either be part of the cure or part of the problem.
Second, stay involved with what's up with the company and industry. Are the making money? Did they lose money? Was it an operational loss or due to a "one-time charge?" What's the next "cool" idea? Is it a gigantic TProp, or is it the "Holding Company" concept?
Third, and most importantly, be an involved union/pilot group member. Does that mean you HAVE to volunteer? No. At the bare minimum, make sure you're in good standing, read your CBA (especially before you call your reps), listen to VARS messages, make sure you READ items put out for a vote, and VOTE. You should volunteer for a comittee. All of us have diverse interests and things outside the cockpit. Sure the MEC chairman puts in 80 hours of work a week on those duties. Does the hotel committee members? Probably not. How about putting in 2 hours of work on a 4 day trip? That could help alot of committees just by cutting down on the busy work. Research for them. There are many, many ways to be involved, and help positively shape the pilot group. Lead by example, others WILL follow.
Fourth, if you do the above, this will be an automatic. Improve your lot. You're already flying the airplane like the professional that you are. You are knowledgeable about the industry. You are involved with your pilot group. Now your company has taken the next direction. You and your pilot group are all set. It's CBA time, and time to get the contract that the current equipment deserves. Sure there's a lag, unfortunately that's the way the game is played.
Like all things culture related, it only take a bit to wreck (say rapid expansion anyone?) but years to cultivate it.....
Have fun out there.
