Originally Posted by
FlyFast52
I have a CJO from both UPS and United. I don't separate from active duty until July so I fully expect that class dates will be equal. I am 40 and have no mil retirement. My family is in Lexington, KY 1.5 hr drive to SDF (outside the UPS reserve callout, but easy drive). Wife's family is in N. Virginia 25 min from Dulles. I am highly concerned about job stability/retirement but also interested in a better QOL if stability and retirement was close. My wife's does want to live near her family in N. Virginia so even if I work with UPS we may decide to relocate from KY to VA after a couple years if I go with UPS. If I roll the dice on UAL stability, how early could I expect to upgrade to NB captain to offset pay difference? UPS upgrade time from what I gather is currently 4.5-5 years. I don't have a gauge to compare the value of non-b$#%ing boxes, commuting, and top pay vs an unstable industry, the ability to bid reserve and flight benefits. Advice? TIA
Definitely first world problems!!
If you are thinking that the move to N Virginia is going to happen I would definitely say UA. Commuting loses to driving to work every time.
As far as upgrades go, NB Captain went unfilled in DCA (as well as EWR, SFO,and LAX) on the vacancy bid in December, so getting a Captain slot in less than 4.5 - 5 years seems fairly likely.
Washington offers every airplane we fly, so if you wanted to try WB Intl you would absolutely have that available as well. If you don't want that, no issue just stay on the 737 or A320.
The Washington base does have to cover DCA, IAD and BWI. The 777 and 787 only fly out of IAD and that is where the base offices are located. The 756 flys predominently out of IAD, but you could theoretically see trips that start in BWI or DCA. The 737 and A320 fleets fly out of all three and the percentages of trips that start and end in each location vary month to month. I am sure a DC person could weigh in on which fleet sees more of each location. IAD has the most flights, so I think no matter the fleet that is where most of the trips start and end.
Here is the current language on call out times for Short Call reserves:
20-A-4 Call-Out Time
20-A-4-a A Reserve in a Short Call window or a Lineholder in a telephone availability window must be able to report for duty (call-out time), including to a Field Standby assignment, no more than two hours and thirty minutes (2:30) after the Company’s initial attempt at contact. Consideration shall be given to heavy traffic, construction, and similar circumstances. When the call-out time is less than three (3) hours, to effectuate an on-time Departure or a Field Standby report time, the Pilot may elect to pay for parking closer to the terminal and shall be reimbursed for such expense. Additionally, at Bases with co-terminals, consideration shall be given if the Pilot is given an assignment that reports at an airport that is not the primary airport of the Base.
20-A-4-b If such a Pilot accepts and fulfills a call-out time requirement that is from one hour thirty minutes (1:30) to two hours fifteen minutes (2:15) of the Company’s initial attempt at contact, he shall receive one (1) hour of Add Pay. If a Pilot accepts and fulfills a call-out time requirement that is less than one hour thirty minutes (1:30) of the Company’s initial attempt at contact, he shall receive two (2) hours of Add Pay.
I believe in Washington the 2.5 hour callout time is a little fuzzy as you may be 2 hours from IAD but more than 2.5 from BWI or vice versa. So, if you can show that you are within 2.5 hours of one of the airports you are prob ok. ( I am not a lawyer so don't take my word on this, ask the ALPA folks when you come aboard)