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Tag: major airlines

Some bright spots

As the pandemic appears to be winding down, travel is showing some signs of recovery. Flights for spring break saw some of the highest load factors seen since early 2020, and Americans are itching to avoid another summer of being stuck at home.

Several airlines, including a couple of majors, are showing signs of growth and pilot hiring. United recently announced point-to-point service for several Midwestern cities that are not typically a part of its core hub-and-spoke system. This is a significant departure (pun very much intended) for a company that is so focused on maximizing the hub part of the hub-and-spoke.

Other carriers have also been quietly making adjustments to their schedules as well, and a cursory examination of the announcements shows what was long predicted: Leisure travel is expected to rebound first.

Here’s the best part of the good news, though: Much of this added flying is being done on regional aircraft. That makes sense, because a smaller airplane allows an airline to “right-size” the airframe for the market, which in this case, is relying on zero connecting passengers. If the smaller airplanes fill up, the option always exists to bring in something bigger later or on a seasonal basis. From a pilot perspective, it means more block hours of flying, which means more jobs. Endeavor, a wholly owned subsidiary of Delta, has begun training new-hire pilots, and is expecting to hire as many as 400 before the end of the year. Spirit and United are also expected to see a net growth in pilot jobs.

This is a stark turnaround from where we were a year ago, when pilots at the majors were sweating out the possibility of a furlough. Fortunately, three significant government bail-out bills have kept the airlines afloat and allowed for some creative solutions to be crafted to minimize any lost jobs. It appears to have worked as advertised. Early separation packages got some senior folks to retire, some retraining costs were saved or totally avoided, and the ability to rebound was kept in place. On my last couple of trips, the airways and radio frequencies were jammed, and it was a great sense of normalcy in a year that has had anything but.

Pilots who are interested in stepping up to the regionals or higher need to be updating applications regularly and touching base with contacts at various carriers. Job fairs are likely to be virtual, if they occur at all. But if they do, that face time with a recruiter will be more important than ever before.

Because it stands to reason that many countries will require a vaccine to enter, getting vaccinated should be a priority for anyone looking to get into the travel industry, and pilots will be at the top of that list. The Biden administration is pushing to broaden the ability for everyone to get a shot by May 1, so if you can get one, don’t wait. The airlines have not specifically come out and said that they will require a vaccine, but at least one as hinted that it may, and they may all require future job applicants to have one. There is no point in delaying what feels like the inevitable, especially if it has the double bonus of both protecting you and gaining a leg up on future employment.

What was threatening to be a long period of recessionary activity is now showing signs of hope and recovery. While nothing is ever guaranteed, the signs are positive, and that’s far more than we could have dared hoped for a year ago.—Chip Wright

Lifestyles: The majors

800px-Southwest_Airlines_Boeing_737-7H4_N231WNMuch of the lifestyle of the regionals carries over to the majors, but there are some differences. The majors tend to utilize airplanes that can fly longer legs, especially newer 737s and larger Airbuses. While the MD-80 still makes its living as a workhorse that flies seven or eight legs a day, the typical crew might only do two or three, maybe four. The 737, on the other hand, can do it all. It can fly short legs and long. Transcons—transcontinental flights—are common.

One of the major differences in flying for a major is the dramatic increase you will see in flying at night. Red-eyes, reverse red-eyes (east to west), or all-night flights to the Caribbean or Latin America are more common. The airlines don’t make money when the airplanes are parked at the gate, and where they can squeeze more revenue by flying at night, they will. Certain flights will not have as many passengers as you might think, but the bellies will be loaded with cargo.

In many ways, the job is easier. There is more automation in the system, so the flight planning and the load planning is more in sync. You don’t put out as many fires related to flight plans and passenger loads not working. There are fewer weight-related issues (this is a huge problem with regional aircraft). More stations have mechanics, so if something needs attention, it doesn’t take as long to get it fixed.

Generally, you will be treated better. It is a sad truth that regional pilots are often treated far worse than they should be—by their managers especially, but also by the passengers, the gate agents, or just about anyone at some point in time who finds you an easy target for their personal issue, whatever it is. It isn’t a universal happening, and it doesn’t happen every day, but it does happen. At the majors, there is much more respect and professionalism shown toward the crews. If you need something, it’s not that hard to get, and that includes the occasional time favor from the chief pilot or even scheduling.

As a regional pilot I was lucky in one respect because the hotels we stayed in were usually top of the line. This isn’t always the case. At the majors, you will stay in better hotels, and you will see more of the downtown areas, which means there is more to see and do.

You will enjoy flying for a company that is in charge of its own product, and not beholden to one that controls your fate.

Commuting is generally easier and the schedules are better, but that need to quickly change your sleep patterns likely will still be there. And, of course, you will be paid more. You might earn in a month what you earned your first year as a regional pilot.

And at some point, you will pass one of your old airplanes on a taxiway, and you will look at it and say, “I remember this one time….” And you will share a story about how much fun it was (or wasn’t) or how much work it was (or wasn’t). You might even miss that old bird. And you will realize that that old bird is what put you here.

You still need to learn to live out of a suitcase and get used to Day 1, Day 2, and Day 3 instead of Monday, Wednesday, and Friday. You will work your share of holidays. But the reward is making it to the top of the mountain. The view is great, the work is fun, and the country, you will realize, is much bigger than you thought.—Chip Wright

Want to be an airline pilot? See our Career Pilot resources page for information that will help you plot the best course.