So how is this different from reserve? Sounds like long call for 68 hours or short call for 75. The only difference I see is the ability to pick up open time.
Main difference is that a block holder could never get a reserve line. The only way I would see this as better is if it created more jobs. It seemed to work well because most guys that bid a block wanted a block and did not want to be on reserve and those guys that wanted more pay and would settle for reserve would bid reserve although some senior inbase guys would bid reserve and never fly. Don't know which is better, probably the way it is now in that it gives everyone more options.
As far as differing form reserve you could choose to stay home on call and not have to go t0o base unless they gave you a trip. Not much different than what we have now with the exception of SC.
Probably a wash. Just throwing out things to think about in that some combination of concepts might improve what we have.
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The Block/Reserve category system, takes the flexibility away from being able to bid reserve one month and a line the following, which most guys do, specially during the important holidays, because it's the only way to hold them off. The other issue with it, is that with this AE system, you could be stuck in a category for a long time.
We need to go back to the fNWA monthly APA system, it allows the company to adjust staffing better, and it will at least allow base transfers when things are not moving. IMO, a win-win for both.
Agreed that as much as DAL seems to move things around the monthly APE system would work much better and guys would have more information to make decisions on what to bid. 3 times a year seems to be more like a crap shoot to me but again we only know where we came from and have not been at DAL long enough to see what's really going on.
Main difference is that a block holder could never get a reserve line. The only way I would see this as better is if it created more jobs. It seemed to work well because most guys that bid a block wanted a block and did not want to be on reserve and those guys that wanted more pay and would settle for reserve would bid reserve although some senior inbase guys would bid reserve and never fly. Don't know which is better, probably the way it is now in that it gives everyone more options.
As far as differing form reserve you could choose to stay home on call and not have to go t0o base unless they gave you a trip. Not much different than what we have now with the exception of SC.
Probably a wash. Just throwing out things to think about in that some combination of concepts might improve what we have.
A good example of the flexibility of a combined category is my situation next month. I have 48:00 of training credit, with an ALV of 72:00, I can only pick up 31:30 at bidding for a total of 79:30. There are no trips on the 330 worth between 24:00 - 31:30 to keep me within 72-79.5, my choices are, bid a 17:00 hr. 3 day for a 65:00 hr. line or bid reserve for 70:00 hrs.
No brainer.
A good example of the flexibility of a combined category is my situation next month. I have 48:00 of training credit, with an ALV of 72:00, I can only pick up 31:30 at bidding for a total of 79:30. There are no trips on the 330 worth between 24:00 - 31:30 to keep me within 72-79.5, my choices are, bid a 17:00 hr. 3 day for a 65:00 hr. line or bid reserve for 70:00 hrs.
No brainer.
Actually, you would also have the option of a blank regular line, meaning that you have no trips and are not responsible for any reserve days and would be able to pick up off the open board (that is assuming that you are actually an unblockable regular pilot).
Actually, you would also have the option of a blank regular line, meaning that you have no trips and are not responsible for any reserve days and would be able to pick up off the open board (that is assuming that you are actually an unblockable regular pilot).
Yep, but if I'm not able to pick anything up during the only 10 days I will have available, then I only get paid 48:00 hrs. Correct? With 6 days of reserve I'll be shy of 72:00.
Only on Planet Delta would being junior manned be considered as "spreading the wealth". More like "getting the shaft".
I have no desire to be forced to work on my day off. Another step backward from the NWA PWA.
Nu
Nu,
Maybe you're missing the point - if you don't want to work, don't answer the phone. The IA system has worked great for me - phone rings (unavailable, 800 number or 404 area code means it's crew scheduling), go to voicemail, check voicemail, check what the trip is, if I like trip call back (usually have 10-15 minutes to beat whoever might be next on the list) and get the IA at double pay (no minimum time required like a green slip).
In my wifes phone there is a phone number: "DELTA DO NOT ANSWER"
I do that because a) if I'm on SC and for some reason I'm missing calls my wife knows various ways to get a hold of me, b) I don't want anyone to answer the phone by mistake on those days I'm not on SC.
But like everyone else I listen to the messages, log in on the computer, contemplate calling back. But on the 1-800 calls are they going out in mass or one pilot at a time? I was under the impression in mass.
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Quote:
Originally Posted by NuGuy
Only on Planet Delta would being junior manned be considered as "spreading the wealth". More like "getting the shaft".
I have no desire to be forced to work on my day off. Another step backward from the NWA PWA.
Nu
Nu, you're not going to have too. You sound a little gun shy, and I don't blame you, but reserve at DAL is a great gig. Check your schedule as advertised, sit your short call, and don't answer the phone if you don't want to fly after that. Typically, when scheduling does call on LC its plenty of notice to pack, commute, whatever you need to do. I've never been "screwed." I'm not crazy about the IA calls at 0300 out here on the left coast but I listen to the message. If I want it, I call in. If I don't, I rollover.
When sitting short call, the schedulers are great about cutting you loose two hours early if you call and ask. On New Years Eve, I was sitting SC, called and was released almost 4 hours early so I could pop the champagne with my wife.
So, I just finished my introductory flying on the -9 with AWABS and FPS. Three words: OH! MY! GOD!
You south guys have no idea how much simpler it can be to get an airplane out of the chocks and into the air. I'll leave it at that. It is what it is.
For the guys who have not yet had the pleasure, you will stumble through it. The biggest inconvenience is the one piece of paper thing. You will not have any info in front of you. That's workable, but it also means you do not have a piece of paper to write on (like taxi instructions, new clearances, etc). You either need to buy a pad of paper to carry in your bag or remember to grab some off the printer on your way down the jetway.
So, I just finished my introductory flying on the -9 with AWABS and FPS. Three words: OH! MY! GOD!
You south guys have no idea how much simpler it can be to get an airplane out of the chocks and into the air. I'll leave it at that. It is what it is.
For the guys who have not yet had the pleasure, you will stumble through it. The biggest inconvenience is the one piece of paper thing. You will not have any info in front of you. That's workable, but it also means you do not have a piece of paper to write on (like taxi instructions, new clearances, etc). You either need to buy a pad of paper to carry in your bag or remember to grab some off the printer on your way down the jetway.
Learning curve = huge.
Self correcting IMO
Last edited by boog123; 03-08-2010 at 02:35 PM.
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