sherpster

I found this thread which makes want to get a full picture of things at AA: Advice to American applicants...

Inteview scheduled and doing some reseach to get a feel for life at AA. Any information is appreciated!

1. Are Long Call reserves and Short Call reserves different bids at AA? At some airlines it is just Reserves that starts out Long Call and then scheduling reverts you to Short Call as needed. I ask because I saw this thread: Short vs Long call reserve

2. Can anyone share the commuter clause? ( I seached but I am obviously don't doing it correctly...too many results)

3. Days off: whats the general norm for a guy bidding a low credit line with a couple of years seniority (i.e. work the minimum)? I understand straight trip drop with no pay isnt really an option at AA (true?)

Thanks in advance

Mover

1. Yes. You bid for Short Call reserve or Long Call reserve. However, you can get converted to short call if on Long Call (I think you get something like 30 min of pay if so, it's a terrible deal).

2. "1. Pilots are expected to exercise prudent judgment and planning to avoid commuting problems, and are responsible for reporting for all assigned trip sequences with sufficient time and with adequate rest prior to beginning scheduled duty.

2. The pilot will notify Crew Schedule as soon as possible when it is known that a scheduled sign-in is no longer possible.

3. Pilots who commute by other means (e.g. automobile, train, bus, etc.) shall also be covered under this policy for unforeseen events, provided they notify Crew Schedule as soon as such events become known, and the scheduled sign-in is no longer possible. Examples of such events include but are not limited to severe unforecasted weather conditions, vehicular accidents and mechanical breakdowns.

4. Commuting pilots who arrive at their domicile after the first flight of their sequence has departed, or another pilot has been assigned to cover the flight, shall be subject to any of the following, at the discretion of Crew Schedule:

a. Deadheaded down line to rejoin his/her scheduled sequence, or
b. Assigned to any sequence by mutual agreement between the pilot and Crew Schedule, or
c. Assigned to another sequence which is scheduled to terminate no later than the same calendar day, or first available the following day, or
d. Removed from the scheduled sequence, or available day if on reserve, without pay.

5. For pay purposes under this Policy, the following shall apply:
a. Flight time missed will be unpaid and uncredited (see Paragraph 6).
b. Deadhead flights to join a new sequence, or the original sequence, will be unpaid (except for scheduled sequences that begin with a deadhead).
c. Flying assigned other than as scheduled on the original sequence will be treated as a reschedule.

6. It is expected that a pilot will utilize the provisions of this Policy on a rare basis. Each event involving the use of this Policy will be considered independently and judged on its own unique circumstances. However, repeated use of this Policy may be considered in evaluations of a pilot's overall attendance/reliability and may require flight documentation going forward. Such documentation may include, but not limited to, the following:
a. Adequate actual seat availability within twenty-four (24) hours of departure for online flights, or
b. Scheduled to operate twenty-four (24) hours prior to departure for off line flights, and/or
c. Flight scheduled to arrive at the pilot's domicile at a reasonable time before scheduled sign-in.
Additionally, the flight time lost may be changed to credited if the Chief Pilot determines that the intent of this Policy was not followed.

7. Nothing in this Supplemental Agreement shall be construed or interpreted as a change or modification to the past practice of a reserve pilot being "reasonably available by surface transportation" to the airport."

3. Low credit line. Ha! You can drop uncredited. Just depends on how "red" the trip is. Typically 10-15 days off per month for a lineholder with PBS on a narrowbody. 12 days off for reserve.

viper548

If you're senior enough to hold 1 or 2 day trips you can post them for other pilots to pick up and they'll probably get taken.

viper548

Long call reserves can be transitioned to short call 5 times in a month and you get 30 mins pay each time. I've had them transition me in the middle of a LC block then go back on LC the next day. It's done in inverse seniority order. It sucks if you don't live in base.

jcountry

And don't play games on reserve during the first year.

Be where you are supposed to, or have a good reason why you're not.

A time or two might not be a big deal, but doing really goofy stuff would be.

They didn't really give us much guidance, and everyone I know made it through probation fine..... But just be a good Boy Scout.

PRS Guitars

Our reserve system is actually pretty good compared to some others, though there are problems to be fixed.

We can bid Long Call, which is a 12 hour call out, usually more like 18 to 24 hours though. I've only been transitioned to short call, less than 3 times this year.

Our first day starts at noon, vs I think 10:00 at Delta, that's huge for a commuter like me that can't make it in until noon. Makes nearly every trip they could tag me with on day 1 commutable.

We have a pretty good system of assigning reserves, you are grouped together based on time flown. So low time guys will be assigned trips first. This evens out the flying a bit. But within the group, it's based on seniority, so a senior guy can pass on a trip, or ask for a trip.

I typically end up flying 40 to 60 hours and work probably an average of 11 days (so I go unused on 7 of my on call days). Trips are assigned to Long Call electronically until 1600 HBT then via phone. So you don't really need to be tied to your phone until 1600 (though I keep mine with me anyway).

Take all responses on here, about any airline, through a filter.

sherpster

Commuting for AA seems easier than others

Do you guys cover other bases? I know ual Newark pilots also cover LGA and IAD pilots cover DCA.

Thanks again

Mover

MIA covers FLL and PBI as well.

LGA covers JFK and EWR

DCA covers BWI and IAD

LAX covers SAN and SNA (I think)

PRS Guitars

It's the only airline I've worked for, but I think you're right. Delta is a little better, because they can use the Cabin JS and have a few other perks.

We can reserve the JS and on a 2 seat plane (Airbus) that's about as good as having a ticket. Some commutes are better than others. PIT anywhere is bad for instance. DFW has lots of flights to my city, but they are nearly always full, and the JS's get booked right away (8 days out). You just have to find a balance between commutability and seniority.

As for the commuter clause, simple version: you need one flight that gets in before check in. If you don't get on, you call in stuck commuting and should not be in trouble, but you won't get paid either (so you might be in trouble at home). Get too many over (I believe) a rolling 12 month period and you might get a call from the CP office. I haven't ops tested that, I've used it once while on reserve due to a weight restricted flight (another reason Deltas is better...). I went home back on long call and didn't work, I did still get paid gaurentee for what it's worth.

jcountry

Varies a LOT by base and equipment. I did over two solid years of both long and short call, and saw probably a total of 10 days available and not used over that period.