They might still do a CUN turn, LAX turns, DCA and maybe trips to PHL. Best to look at a bid package for PHX and see what it does now.

My laziness is boundless. Thanks.

You're amongst peers.

Phx migration
 

Can anyone indicate where we are in the migration... Is it nearly complete or does it still have a good ways to go? And can I assume most migrating pilots are 320 pilots?

I'm not entirely sure how far along they are in PHX, someone who is based there could give you a better answer. I will say that I was shocked to see any PHX go as junior as it did, let alone a group 3 airplane. Maybe the downsizing of PHX will be accomplished by guys that actually preferred to be in another base and it's not going to be as senior as I imagined.

The problem is that we lost calendar day guarantee in our last contract. Those three day trips used to pay over 15 hours, now only 11 or 12. The plane went from being very senior to junior. Unfortunately it will be years until we get back in our contract those things that were industry standard or leading and simply given away.

After this bid, including withholds, they are about 3/4 of the way done with the reduction. Everyone in PHX that wanted out was able to on this bid. Many PHX FOs were withheld, so it looks like they are slowing down the shrinkage. For March the junior FO held a line, so they may have let pilots out faster than the flying shifted.

Two years ago it was the other way around. 737 DFW more junior by far. It's nearly impossible to predict.

Does anybody have a good idea of what the over/under is with regard to Pay-No-Train?

IOW, with how many months to go until retirement would it be safe to bid a higher-paying seat, but not be trained?

The JCBA does not give even a ballpark figure; whereas the old LUS contract stated that a pilot within six months of retirement may or may not be trained at the company's discretion.

TIA for any info.

Didn't it used to be 6 months at LUS? AA probably has some crazy formula/flow chart to figure it out.