Maybe you end up with a few more bases large enough where there is enough mix for this not to matter, i.e. BOS, and then maybe some smaller satellite bases. Maybe you structure it so that you're (for example) NYC based, but BDL gets to be a satellite. You design a process so that guys can bid BDL on a monthly basis, a little bit like the NW bidding process (I think they call their monthly "AE"'s APA's, so something like an APA). As I bring up this example of BDL, it occurs to me you could have a small satellite serving two larger bases. You could be a BOS or NYC based person, and fly BDL trips.
OK, but where do the reserves come from? As a pilot based in NYC, do I have to cover BDL as well? Can someone be reserve near BDL but then called out to cover NYC? You're looking at long response times (ie. if I can be 2 hours from EWR/LGA/NYC it might take be 4-5 hours to get to BDL).
To me, the biggest issue with a pilot base is reserves (and not because I'm on reserve, it's because I think this is the biggest problem with a virtual base).
The company has to be able to cover a flight when there is (a) a sick call (b) personal/authorized drops (c) crews time out (d) mechanical.
Position: "...that's right, ma'am: not a 'pilot', just a 'co-pilot'..."
Posts: 348
Quote:
Originally Posted by iaflyer
OK, but where do the reserves come from? As a pilot based in NYC, do I have to cover BDL as well? Can someone be reserve near BDL but then called out to cover NYC? You're looking at long response times (ie. if I can be 2 hours from EWR/LGA/NYC it might take be 4-5 hours to get to BDL).
To me, the biggest issue with a pilot base is reserves (and not because I'm on reserve, it's because I think this is the biggest problem with a virtual base).
The company has to be able to cover a flight when there is (a) a sick call (b) personal/authorized drops (c) crews time out (d) mechanical.
Why couldn't you maintain reserves at a satellite base too? You keep the % reserves as a constant. Unless you get to a very small number of departures, where you get into rounding problems (i.e. one resreve is too little, two is two many), I don't see a problem.
For every few guys that want to fly out of of (for example) BDL, there is one or more guy that wouldn't mind sitting reserve there. IOW, if it's a location people want to fly out of because it's home, it's a location from which you can sit short call... because it's home.
It might actually cause senioir people to bid more reserve flying at home, as oppose to commuting for a hard line.
Why couldn't you maintain reserves at a satellite base too? You keep the % reserves as a constant. Unless you get to a very small number of departures, where you get into rounding problems (i.e. one resreve is too little, two is two many), I don't see a problem.
For every few guys that want to fly out of of (for example) BDL, there is one or more guy that wouldn't mind sitting reserve there. IOW, if it's a location people want to fly out of because it's home, it's a location from which you can sit short call... because it's home.
It might actually cause senioir people to bid more reserve flying at home, as oppose to commuting for a hard line.
Not that I'm senior in category but I for one would definately sit reserve if it ment sitting it at home as opposed to commuting to a regular line!!!
The company and the union have been going around and around about a San Diego satellite 767/757 base for a couple of years. I believe the company actually accepted a proposal that was drafted by a LAX FO and then the Union leadership had second thoughts. The sticking point was reserve coverage. It does present a problem, but it is not insurmountable - as a matter of fact AMR does it in San Diego.
Position: "...that's right, ma'am: not a 'pilot', just a 'co-pilot'..."
Posts: 348
Quote:
Originally Posted by Scoop
The company and the union have been going around and around about a San Diego satellite 767/757 base for a couple of years. I believe the company actually accepted a proposal that was drafted by a LAX FO and then the Union leadership had second thoughts. The sticking point was reserve coverage. It does present a problem, but it is not insurmountable - as a matter of fact AMR does it in San Diego.
Scoop
...which brings up another problem: the company might be tempted, in such an arrangement, to be slightly short of reserves. They might expect a guy to drive to either San Diego OR SNA, LAX to cover a last minute problem. You'd have to make sure that it's not allowed to cover a satellite sick call with another reserve, and vice-versa. At least not without scheduling (and paying for) an appropriate deadhead.
You'd also be reducing the number of GS opportunities system-wide (by having more bases, you have more people in the right place).
..It does present a problem, but it is not insurmountable - as a matter of fact AMR does it in San Diego.
Scoop
Yeah, I think the key here is to learn how it works at airlines actually doing it.
I am glad it's being looked at.
The more choices the better. Whatever the deal is - let pilots decide what they want to do.
Delta has commuter unfriendly culture, but at DTW we have 82% pilots commuting.
Just a thought. If they are looking at this, it may be a way to save on moving costs etc if there is some sort of commuter limitations in the new bill.
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