Generally speaking, you'll need to apply to multiple agencies AS WELL AS the carrier itself (if possible). Then go with whomever offers you up the best deal. I've taken a contract through an agency for an airline, then left for a few years and came back going directly through the airline. The reason? The agencies offered little value and if anything were a bottleneck in the process.
In the 90s, agencies were the way to go. They really backed the pilot. But when the internet took off the contract world exploded and with that so too did the number of applicants. So the better agencies simply couldn't compete by backing the pilot as there was another agency willing to do the gig for less pay and less pilot-advocacy. Even the best had to succumb to their pay master, the airline hiring for said contract. As the others mentioned, the agency works for the airline, not you. Of course they'll claim otherwise but this is the new reality for pretty much the past 12-15 years.
I've always said the contract world is full of misfits and mercenaries. It's a generalization, sure, and such a statement isn't meant as a jab at any given pilot's skills. But you'll find pilots who allow the company to get away with changing T&Cs at a whim and it really undermines our profession. If you're the only one refusing to allow changes to the contract, well you're the odd man out. I've had situations where the company cuts our housing allowance by 50%, just because. I call all the other contract pilots and we all agree to refuse the change. But as I charge up the hill I quickly learn there's no calvary behind me. Every one folds and I'm left on the tip of the spear. Fine, whatever, the next time they want me to fight one of their battles, I'm out. And so goes the contract world. You're on your own.
The way I use to run myself in the contract world, is to constantly be ready to bolt somewhere else as and when the airline threatened me with whatever action because I was holding their feet to the fire on the contract. Never get too comfortable and NEVER lay down any roots. Always be ready to go that night of you have to. But that can be exhausting, so it's not an easy feat. Most times when asked to do something like cover a flight that the locals wouldn't do, I'd gauge my willingness to help on whether they were following the rules (the contract) lately. And if pay was late, as it often was, I simply would never play ball.
In short, you're on your own in the contract world. Don't expect the T&Cs to be followed to the letter. But then you can create your own opportunities in that process. Where theres chaos there is opportunity. And most of these airlines are in a constant state of chaos or crisis. For example, when they were really short captains and needed my help for this or that flight, I would only agree to do it for extra days off. Then I would add that to my block off. 2 days here, 3 days there, it adds. Usually I'd get an extra 2-3 weeks added to my block off. Oh, and I'd make them send me a letter of commendation every time I helped. If they weren't willing to step up to my terms for that given moment, then neither was I interested in helping out and I'd simply hang up the phone. They learn pretty quick.
Another contract I worked, where I was the CP, I negotiated First Class travel home for all my pilots and a nice raise simply because they refused to hire more crews and existing pilots were quitting w/o notice. They wanted those of us remaining to shoulder the burden. So in that chaos that was the daily operation, we made progress for our own lives. Of course getting them to now follow what they agreed to is the other half of that battle.
Last edited by Geebz; 30th Mar 2015 at 22:39.