Air Canada Interviews

[bravowhiskey]

I got an email saying I was in a pool for future course dates due to october and november being cancelled. Since I got the email my friends at AC has advised me that on the ac message boards that only october is cancelled now.

[Fanblade]

I would take DBC's advise. The bid will reflect the future.

One factor in play is retirements. Dec 2012 mandatory retirement ends. Those turning 60 over the next 16 months were asked to provide their intent to retire, or not, and was due Aug 24th.

I suspect ( just my guess) very few are retiring at 60 and AC just figured it out. Again the bid, when released will tell the story.

All hiring since 2005 has been due to attrition. Not expansion.

I suspect it is very possible the music just stopped particularly when you combine that with a contract that increases pilot productivity.

[The Raven]

The October course was NOT cancelled. It never actually existed. No offers were made for any October course dates. Let me say it again. The October course never existed.

Courses still planned for September, November, January and February.

[penismightier]

.

[TheStig]

Just wondering how much of an understanding of the new working conditions those applying or in the interview process at Air Canada have at this time?

I'm sure it's somewhere between a Siberian work camp and the perfect job. While not perfect, I believe it's a fine place to work. Dont rain on our parade stiggy.

I'm not looking to rain on anyones parade, just curious how much information has been made available to those interested in working at AC? My intention is to inform, not be a pessimist.

[MeAndMrPenguin]

The work conditions are not as drastic as people are going on about.

It is still better than most other jobs.

You want 30 days scheduling, health care, dental, travel perks...apply.

All the jobs created for the last while are retirement attrition, and not growth. We need growth, and hopefully this whole thing brings it...

[Fanblade]

The work conditions are not as drastic as people are going on about.

It is still better than most other jobs.

You want 30 days scheduling, health care, dental, travel perks...apply.

All the jobs created for the last while are retirement attrition, and not growth. We need growth, and hopefully this whole thing brings it...

Hopefully, because based on the first glimpse at attrition in the post 60 world, things are about to dramatically slow otherwise.

I agree though. Job is good. Glad I took it nearly two years in now.

[Mig29]

Hopefully, because based on the first glimpse at attrition in the post 60 world, things are about to dramatically slow otherwise.

you're saying not to many guys are leaving so far past 60??? I thought there was a line up of guys trying to leave even a year or two before 60 to "save" their pension??

[Sea2Sky]

There's a longer line of greedy, self-serving a$$h*1es.

[scopiton]

You want 30 days scheduling, health care, dental, travel perks...apply.

one can expect a bit more from such a job and such a company... any good regional carrier provides those advantages plus sometimes job security and a well funded retirement plan...

All the jobs created for the last while are retirement attrition, and not growth. We need growth, and hopefully this whole thing brings it...

what is this whole thing which is bringing growth ?

[scopiton]

Just wondering how much of an understanding of the new working conditions those applying or in the interview process at Air Canada have at this time?

80hrs/mth
48k year 1 up to 70k year 4

what does it mean in duty times 80hrs/month at air canada ?

[Fanblade]

Hopefully, because based on the first glimpse at attrition in the post 60 world, things are about to dramatically slow otherwise.

you're saying not to many guys are leaving so far past 60??? I thought there was a line up of guys trying to leave even a year or two before 60 to "save" their pension??

TA1 had pension claw backs starting in 2014 to fight the deficit. That is what was creating concern and an incentive to leave. The pension piece in FOS was nothing like TA1. It u ses working longer to reduce the deficit. There is no incentive to leave. Judging by the initial look 8 months into post 60 (not very scientific I know) less than a third will retire at 60.

That will reduce attrition by about 100 spots per year until a new normal age comes out in the wash. Without growth this place is about to stagnate. With that said. The corporation says there will be growth. Lets hope it is real.

[yycflyguy]

Just wondering how much of an understanding of the new working conditions those applying or in the interview process at Air Canada have at this time?

80hrs/mth
48k year 1 up to 70k year 4

what does it mean in duty times 80hrs/month at air canada ?

Narrow body fleet you can generally double the stick time to get a rough estimate of your duty time. 80 hours flight time = 160 hours duty. Depends on how unproductive the pairings are you get... generally worse the more junior you are.

[rudder]

Narrow body fleet you can generally double the stick time to get a rough estimate of your duty time. 80 hours flight time = 160 hours duty. Depends on how unproductive the pairings are you get... generally worse the more junior you are.

Yes, but what is the monthly TAFB? Not uncommon to see 300+ hours.

[Norwegianwood]

Yes, but what is the monthly TAFB? Not uncommon to see 300+ hours.

Now let me see........ $48,000/year divided by 3600 hours(tafb) = $13.33/hour

Sweet!!!!!!

[rudder]

Now let me see........ $48,000/year divided by 3600 hours(tafb) = $13.33/hour

Sweet!!!!!!

There are lots of 25 year old applicants with no spouse, dependants, or mortgage that are more than happy to sign up. And these same 25 year olds will eventually over time become the new LCC Captains. This is exactly who you want running the ship landing on non-precision approaches at night in the Caribbean in thunder storms or in SFO at cat IIIb limits

Both AC and ACPA would be wise to fix what is obviously a glaring problem in the LCC left seat compensation arrangements so that the most qualified seniority list pilots are bidding for the LCC command positions. As for the LCC right seat, go ahead and fill it with new-hires. Imagine how cool it will be for a pilot with just a couple of years of commercial flying experience to be able to tell his/her friends that he/she flies a 767

AC got what it wanted from the arbitrator but it clearly may fall victim to the law of unintended consequences.

[Mig29]

There are lots of 25 year old applicants with no spouse, dependents, or mortgage that are more than happy to sign up. And these same 25 year olds will eventually over time become the new LCC Captains. This is exactly who you want running the ship landing on non-precision approaches at night in the Caribbean in thunder storms or in SFO at cat IIIb limits

That's why these "mainline" carriers are creating these LCC and similar affiliates, so that in case one of these birds ends up in a pile of smoke, insurance companies will write the check to affected families (sad and horrific reality) and then this "venture" shuts down without affecting the main mother ship company. Take all responsibility away from it...and make sure you print the clause in fine print somewhere on the back of the ticket "Flying cheap" movie described this process already, only using "regional model".

You can just apply it to this LCC.

[HuD 91gt]

Now let me see........ $48,000/year divided by 3600 hours(tafb) = $13.33/hour

Sweet!!!!!!

There are lots of 25 year old applicants with no spouse, dependants, or mortgage that are more than happy to sign up. And these same 25 year olds will eventually over time become the new LCC Captains. This is exactly who you want running the ship landing on non-precision approaches at night in the Caribbean in thunder storms or in SFO at cat IIIb limits

Your theory is flawed. Those 25 year olds have been doing NPA, circling into thunderstorms and blizzards for their entire commercial career. While the experienced high paid captains have been slowly getting more and more complacent going from ILS to RNAV with a full accurate set of PAPI's.


But I do agree with you :p

[rudder]

Your theory is flawed. Those 25 year olds have been doing NPA, circling into thunderstorms and blizzards for their entire commercial career. While the experienced high paid captains have been slowly getting more and more complacent going from ILS to RNAV with a full accurate set of PAPI's.


But I do agree with you :p

The biggest challenge in landing a 250,000 lb aircraft on a non-precision approach is not the approach and descent to the MDA but rather the descent from the MDA to touchdown. Many otherwise stable approaches become unstable below 500' AGL. The simple law of inertia makes correcting profile errors much more challenging in a large aircraft.

Any commercial pilot can be trained to pass an MOT ride script with the basic required maneuvers. But there is absolutely no substitute for experience. The system should function so that the most experienced AC F/O's (or Capt) fill the LCC left seat positions. That is just common sense and adds an extra layer of safety by leveraging years of experience on type and operating to the destination airports.

[HuD 91gt]

Your theory is flawed. Those 25 year olds have been doing NPA, circling into thunderstorms and blizzards for their entire commercial career. While the experienced high paid captains have been slowly getting more and more complacent going from ILS to RNAV with a full accurate set of PAPI's.


But I do agree with you :p

The biggest challenge in landing a 250,000 lb aircraft on a non-precision approach is not the approach and descent to the MDA but rather the descent from the MDA to touchdown. Many otherwise stable approaches become unstable below 500' AGL. The simple law of inertia makes correcting profile errors much more challenging in a large aircraft.

Any commercial pilot can be trained to pass an MOT ride script with the basic required maneuvers. But there is absolutely no substitute for experience. The system should function so that the most experienced AC F/O's (or Capt) fill the LCC left seat positions. That is just common sense and adds an extra layer of safety by leveraging years of experience on type and operating to the destination airports.

It was a joke. I'm on your side, I know all about inertia

[rudder]

It was a joke. I'm on your side, I know all about inertia

I know that we are on the same page. I am not sure that AC is but there is always hope. Sometimes common sense escapes the result. That is certainly the case with the existing LCC pay progression rules.

[MeAndMrPenguin]

You want 30 days scheduling, health care, dental, travel perks...apply.

one can expect a bit more from such a job and such a company... any good regional carrier provides those advantages plus sometimes job security and a well funded retirement plan...

All the jobs created for the last while are retirement attrition, and not growth. We need growth, and hopefully this whole thing brings it...

what is this whole thing which is bringing growth ?

You want job security in Aviation, good luck. Anyone at a regional now should be enquiring about the implications of the mainline contract. Final salary pension? They are all on the dart board...watch.

We can sit and pound our fists about what has just happened, but the fact is we are not growing. The status quo would have not worked, so maybe something actually comes of this forced contract.

[scopiton]

I know by experience that job security in aviation is somewhat unattainable but you can mitigate the risks in some niche operators while benefiting all the perks you cited above.

[Old fella]

I know by experience that job security in aviation is somewhat unattainable but you can mitigate the risks in some niche operators while benefiting all the perks you cited above.

Job security at the regulator(TC) and service provider(NC) is more attainable than any airline from the highest to lowest common denominator. I know from experience as well............

[scopiton]

agreed, but it's not the same job