320 reserves
 

Can anyone provide some education WRT the subject line? Specifically, which bases require covering multiple airports?

For example, I am pretty sure that LAX737 covers SAN/ONT/LGB....Is this also true for the LAX320 or LGA320 statuses?

...asking for a friend

I think LAX 320 covers LAX, ONT, SNA, and SAN...but not LGB
LGA 320 covers LGA, EWR, and JFK.
UDC 320 covers DCA, BWI, and IAD.
MIA 320 covers MIA, FLL, and PBI.
I think that's it, but someone more in the know can correct me.

LAX-320 only covers LAX. The B-737 covers LAX, SAN, ONT, SNA.

I stand corrected. Thanks.

320 has no multi airport bases.

NY 320 covers LGA EWR and JFK

The real answer would be how much fly flying is done from each airport? Looking at the PBS bid packages the 320 in JFK has a lot of LGA flying but there are very few EWR trips. So it’s really JFK/LGA coverage with a rare, and perhaps never, EWR, trip. But that’s today’s flying. Next month might change but the flying allotment tends to be stable...until it changes.

Yes they do. LGA, MIA and DCA.

Way to spread misinformation!

It varies month to month. Lately it’s been about 50% LGA, 40% JFK, and 10% EWR, but a few months ago EWR made up almost 40% so it shifts. Some months West coast does the red eyes and then the next its east coast....I will add that as a reservists and having to cover the 3, EWR might as well be another continent as far as being able to move between the 3.

EWR is tough to get to for a reservist. But what about the LAX or MIA outlier bases? IDK the frequency of exposure or the ease, or difficulty, of getting there for an early sign-in or after a late return.

PHL and CLT have no outlier bases.

What’s the best way for a commuter to get to any of the 3? Uber? Any reliable public trans?

FLL and PBI are very easy to get to if you are near MIA. Tri-rail starts right at MIA airport (at the rental car center), and has a FLL and PBI stop, with free shuttle service to the terminal buildings. When I was MIA based, I took it between FLL and MIA quite often. During the week, it runs about every 45 minutes or so, and costs about 5 bucks (runs about once an hour on weekends). Compared to LAX or LGA, it's extremely easy.

As for NY, getting between LGA and JFK isn't too difficult, but getting to EWR is ridiculous. Personally, I think EWR should be considered an outstation, and not part of the NY base.

I know absolutely nothing about LAX.

Boogerface - I agree about Tri-rail. I just don’t know if works for early or late shows. Years ago it didn’t. I don’t know if the AM/PM hours have been extended.

I used to fly trips out of IAD on the 320 when I was based in DCA. Never saw a BWI trip though, although I suppose it's possible on the 737.

Weekdays, the first train arrives at the MIA airport station around 05:30 (07:50 on the weekends/holidays). The last train leaves the airport at 21:40 both weekdays and weekends/holidays.

Lyft to FLL was $36 last Saturday afternoon (from mid beach, not the airport, but I'd guess the price would be pretty close).

Easiest Uber/Lyft, about $70-75 minimum. There are services (ETS, NYC Airporter....) that run between $25-45 one way depending on which one and they take about 2.5 hrs (I’ve used and made it quicker, but wouldn’t guarantee). Public transportation exist and I’m sure it’s cheaper, but Ive never used so I’m not sure about that one.

A crash pad would be near MIA. What about the Tri-Rail going to FLL/PBS?

Cab was about $100 EWR-LGA a decade ago in heavy traffic.

JFK - EWR. Airtrain to Jamaica station, LIRR to Penn station, train to EWR.

Old recommendation. 1+30? $40?

Not sure of the train hours. The early EWR sign in was a bear for the guys with JFK crash pads.

My pad is on the beach, but you are right, most of them are closer to the airport. The earliest train from MIA airport would get you to the FLL airport station at 04:50 on weekdays, 06:00 on weekends/holidays. Add 30 minutes or so for the bus to the terminal. For PBI, add about an hour.

Couple of months ago, a Lyft from EWR to LGA was just under $100. I've seen it anywhere from $65 to $115. Depending on day of the week, and time of day. Just about every time I compared the prices, Lyft has been less than Uber, both in LGA and MIA.

When I left LGA the 73 had some 04:00 check in's at EWR. I'd usually go over the night before, and buy a hotel close to the airport, around $90 OTD.

There is a van for the flight attendants from LGA to EWR, I think one at 03:30, and 04:30, if there is room, they will let you ride along.

Thanks
 

I appreciate all the feedback and dialogue -- especially that which cleared up any misinformation. :rolleyes:

On background, I have indoc coming up soon and live in the DFW area. Obviously, will hope to grab a S80 spot if there are any to be had.... so I am just trying to analyze what commute-to-reserve may look like for other choices.

Good luck on getting the 80, it will buy you more time at home until they go away.

Commuting anywhere from DFW pretty much sucks. Lots of commuters, dead headers, people going to and from training, dispatchers and FAA looking for a jumpseat. There are even a fair number of rampers and mechanics that commute to DFW.

The last eight months I did DFW-LGA, I'm now doing DFW-MIA, and I've done DFW-DCA in the past. Of those, DFW-LGA was by far the. easiest commute. All Airbus, so two jumpseats on every flight. You cant get to LGA before 11:50 though. MIA has been the hardest, the jumps fill up fast, several days out, and there are several 73's, with only one JS. Very rare to get a seat in the back between DFW-MIA.

I hear DFW-PHL isn't bad, LAX is doable, but flights are full, with lots of commuters also. I do know several LAX people, who sit long call at home in DFW. I only know one CLT commuter, he says thats a PITA.

Welcome to the flying circus!

I commuted DFW-LAX and DFW-CLT within the last year and never once had an issue getting on the flight I wanted. I rode the jumpseat a lot but I prefer a jumpseat on a 321 to seat 35B anyway. I have friends that commute DFW-MIA and it seems a little but harder but they have never had much difficulty getting on either. Being able to book the jumpseat 8 days out makes DFW to anywhere very possible unless you aren't wanting to sit in the jumpseat.

What about reserve? You can’t book anything in advance because you have no idea what you are doing?

When you start off initially you will be on short call and have to commute into base prior to your block of reserve starting so you do know when and can book 8 days in advance. Depending on what base you are going to this could be anywhere from a couple of months to over a year on short call status.

Once you are able to hold long call status this changes and you don't always know for sure when your trip will be. However, you will still likely get a trip on your first day of every reserve period and can book a jumpseat in advance and commute in on that morning. The policy is that you can book 1 jumpseat between any city pair every day as well so you could book one every day you are on reserve and cancel as they are not needed.

On last thing you can use is the commuter policy that protects you in the case that flights cancel and you can't make it in. You are only required to have a legitimate plan to make it to base. This means have a jumpseat booked, or even list for a flight with plenty of open seats to non-rev in. If things change and you can't make it or are late, you can call off using the commuter miss excuse if necessary. I wouldn't want to be using this on a regular basis but on the off chance you don't make it in time it can and is used by commuters on a regular basis.

Lots of options.

"The policy is that you can book 1 jumpseat between any city pair every day as well so you could book one every day you are on reserve and cancel as they are not needed."

Do not make a jumpseat reservation until you have plans to take the flight. If you reserve a jumpseat “just in case,” you will have needlessly blocked your fellow pilots from reserving that jumpseat.

^^^^^this!!! A million times this!!!

Good god our contract sucks...

Just a reminder: you are not required to be superman. Something like PBI or EWR, you get there when you get there.

And in the case of EWR, $100 poorer apparently. Intra-base transportation should be completely free to us.

As it was at that poor lil Teeny Weeny Airline well over thirty years ago.

Standing by to have it 'splained how "we can't do that". :confused:

Can you bid to sit reserve for EWR, since so many ppl hate the intercity commute? I have an 29 May in-doc and was planning on bidding the LGA 320 to get to Philly in 6 months. Thanks!

You cover them all on reserve. Once you are long call you can “proffer” (request) for a trip. If I think I’m getting tapped, I do this for a trip I like. Not sure about proffering on Short Call, I haven’t sat it under our current system.

But just bid the 190 and problem solved. Seriously, it’s a no brainer if you live in PHL. And if you’re coming from the military (especially Fighters) it’s a great way to learn the airline business quickly. Congested ramps and airspace, lots of legs, de-icing, delays, fast talking controllers with no patience. I say all this from my experience...

The 320NEOs are scheduled for delivery starting next year. Will the initial deliveries be 320NEOs or 321NEOs?

Not positive, but fairly certain we’re only taking 321s in the future. And they would be 319s, not 320s, if I’m wrong above.

They are all 321NEOs. The 320 is almost identical to the 737-800/8MAX, and we are retiring all the older LUS 320’s. It’s been said by the company for about 6 months now that we are looking for any lightly used 319s we can find to replace the E190/S80 flying.

Airbus has a prohibitive price tag on the A319NEO (I believe they have converted all customers to the 320NEO) as the bigger versions make them much more $$ for the cost/effort to build/certify. The thought is they are also going to start heavily pushing the C series (A210/A230)... that’s a 319 killer.


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When will the 4000nm LR variant of the A321NEO show up at AA? The 321NEO-LR is advertised as the B757 replacement and AA has several 757 routes that a standard A321NEO probably cannot replace. Those routes include; AMS-PHL, SNN-PHL, GLA-PHL, EDI-JFK, DUB-JFK, LIM-DFW, MIA-LPB MIA-BSB and possibly the PHX-Hawaii flying.

321LR? AA has said “not interested.”

What Slice said


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I’m starting at AA soon. I currently commute to PHL but have commuted CLT which is far easier. I have considered bidding the 190 to start but year 2 pay is far lower on the 190. My understanding is there is no
seat lock for new hires so I could bid out of the group 1 aircraft prior to the end of year 1 since 2nd year pay is quite different between group 1 and 2. I’ve heard that AA can withhold a training class date for up to a year but they pay at the new aircraft pay rate. I think ideally I’d like to commute to CLT or DFW for the Airbus or 737. From my home near MEM I can commute to any base except LAX on AA/AE but CLT and DFW are the shortest flights and have the most daily flights. Would like to hear from experienced AA pilots for the soon to be newbie. Thanks!