I understand that there are a number of threads about this subject, but I was hoping for any updates/new information.
I will be interviewing in the next few weeks and if hired will be looking for a class date after the new year. Assuming a 2-month training footprint, that would put me hitting the line sometime in March/April.
- How quickly is the conversion from the Q to 175s happening, and any thoughts on flying time, reserve, etc with this timeline?
- How are the FO pools in both aircraft, and do you see there becoming an overage of FOs in the Q as more 175s come on line?
- Any rumors/information about additional base(s) for the 175?
I know it’s probably futile to try and predict what’s going to be happening at a regional 6 months out, but any insights/thoughts would be appreciated.
It was the second thread in here with posts from two days ago.
The problem is, without access to the fleet plan (which seems to be in a continuing state of flux) it is difficult to have any meaningful data with which to predict which would be preferable.
AAG farming out the better long range routes to Skywest doesn't help much either..
F2F gave you some solid advice. No one is quite sure what the long-term outlook is for the jet versus the Q400. If I recall correctly, the fleet is supposed to consist of 30 Q400's and 30 jets by the end of 2020. The Q400 flying is being reduced, but this process is not happening very quickly.
Bases are Portland, Seattle, Medford, Boise, and Spokane. Medford and Portland seem to be the most junior.
You will probably fly more on the Q400 (at least initially). You will almost certainly fly MORE legs. The average stage length in the Q400 is about an hour.
The reduction in flying does seem to be hurting some of the more junior Q400 FO's and captains. A couple of FO's have told me that they were holding a line, then slid back to reserve. At least part of this is seasonal: summer and Thanksgiving through New Year's tend to be our busiest flying times. Most of the FO's on reserve seem to be flying a fair amount.
Base is Seattle. Rumors of a Portland jet base in 2019.
The jet is massively overstaffed. Most of the reserves are only flying around 20 hours a month.
In the long run, the jet schedules will probably be much easier than those in the Q400. At the present time, the jet schedules are still somewhat inefficient, due to the amount of training and limited number of aircraft.
Finally, those cheese platters... yum!
As Fixnem2Flyinem said, if you want to work here, then apply. It's great experience and a great way to start your professional flying career.
I guess this is the best place to put this even though the thread isn’t too alive.
I’m looking for some info on reserve (long call and short call) in both airframes. Is the commute to SEA when called from reserve possible? (Im new to understanding Horizons ops).
If you go Q, any words on seat lock and how long until it transitions out?
HR today said April training dates for the Q and late May for the E-175. Anyone have any opinions as to jet happiness? The bonus is appealing.
Reserve rules are the same for both airframes. Short call is 2 hours, long call is 12 hours. We have commuter protection rules in place. If you go to the Q the FO to FO seat lock is 4 years; there is no seat lock preventing you from upgrading immediately (although not advised).
The Q will always be at Horizon, at least for our really short flights. The fleet plan calls for 30 Q's and 30 Jets at the end of 2019.
As far as Q vs. Jet, it's really two separate airlines. The only advantage to bidding the Q is to be based in a certain city. The jet is better in every other imaginable way.
Except pay, efficiency, and flight time.
Reserve blows on both aircraft.