R57 relay

Obviously the previous good thread was ruined and ran off anyone that wants to have a real discussion. I apologize for my role in that and started this one to try and move along.

Please don't post any east/west BS of any kind here. There are two other threads for that.

I'm very happy about the merger and think we have a chance to make something good.

That said, I've started reading the green book and realize that it will be hard to adjust to new terms after all these years. I thought this would be a good place to discuss that. We have a steep learning curve ahead.

AA guys, how are you paid for training, specifically recurrent. Do you call it CQT? I see references to pay and credit. We (US east) have a term called Pay No Credit, or PNC. Anything that is PNC is paid above your guarantee as a reserve and doesn't count toward your monthly cap as a blockholder. Also the half pay for DH and the rigs created by that are paid above guarantee for reserves. Not sure when that goes away.

justfun

R57 relay,

I will take shot at deciphering this.

AA guys, how are you paid for training, specifically recurrent. Do you call it CQT?
( AA will sometimes take pilots off of trips when it is time to train every 9 months, R9 and R18. If there is a large block of time that is on your schedule and you don' t have prohibit dates listed or those days aren't listed as 48's or 72's or 96's, then they will put you in training on those dates. The reason is, it is cheaper to pay you about 3 hours a day than to take you off of a trip, pay you and pay someone else to fly that trip. )

Pay and credit
Our duty rigs E, F and G time relate to duty time, and will be included in the total time of a trip. Say we do a three day trip that is 1 leg, 2 legs and 1 leg for the three days of flying. If the actual flight time does not equal 15 hours, then P&C will be added to that total to give you 15 hours for the trip.

DH pay

We do not get half pay for DH'ing. This DH time does not count towards our flight time for 30 and 7 issues. Since it is not considered flight time they can and have you DH from DFW to LAX, then have you fly to the east coast. This can be worth more than 8 hours, and legal, because of the DH.

P&C and DH time are not payed on top of guarantee, but count towards the total.

This has probably generated more questions than answers, but I hope this helps.

As to the reserve system of the future, word is everyone likes the west system and that appears to be where we may be headed.

They have vendor in mind, for PBS, but they have not signed a contract yet. Once the contract is signed, then you can expect to see the new PBS system in place in 12 months. The MOU is still being crafted at this time.

Best to all of us.

R57 relay

Thanks for the answers, it helps. We have a steep learning curve over here!

crzipilot

Here's a strange question, but one that could reek havoc on the east. HAHA...

On your trip pairings, etc. Are the times listed as GMT, Local Base time, East Coast time, or Local time where ever you might be at the time?

I.E. say CLT based, to the trips show EST all the way through the trip pairing, or do they adjust for whatever time zone you might be in? Or is it all listed GMT?

DCA A321 FO

.............

justfun

All trips are listed as local times. They also include on duty time, Time Away From Base (TAFB), layover times etc. But all times are local.

R57 relay

How about flight plans and weight and balance. Any AA guys that jump on US ever notice if our flt plans and WB are the same? We still use the DECS portion of Sabre and I heard that we sold the US weight and balance to Sabre when we went to them for Y2K, but not sure if AA used it.

The Drizzle

Thank god.

Sliceback

DHD is paid 100%. Doesn't count towards flight time. On reserve DHD counts towards GTD(grand total to date?) which is part of the reserve pecking order. More credit hours = lower block. Trip assignment in block goes by seniority if everyone is equally legal for the trip.

Training is 4:03(?)(that's what my schedule shows) or 'trips missed'.

Trips dropped for training is 'pay no credit'. Guys talk about 'going high' in their training month. Drop a 20 hr trip for training, pick up a 20 hr trip, and get 100+ hrs. Highest I've heard of was 120+/-. Makes for a long, and busy, month.

Schedule is local time where you are. Leave JFK at 0800 and arrive in LAX 6 hrs later? Schedule shows JFK 0800 - LAX 1100. Duty time would be 7.15 (hour sign-in, 6 hr flight, :15 debrief/:30 international)

Flight plan uses Zulu.

W&B/performance data format hasn't changed, except for minor details, in decades.

justfun

How about flight plans and weight and balance

Flight plans and w & B are still in the paper mode for now. FAA has bought off on the paperless concept, but AA ( current management team is still messing with the data plan ) is working towards this. Flight plans are all inclusive when, ATC filing, alt's, winds, ride reports, etc.

Takeoff is a separate document. It contains airport information, fuel, weights, runway information, runway limit, climb limit, engine out altitudes, V speeds, zero fuel weight. Passenger weight, cargo weight, number of pax. It lists more than one runway, so if you change in the short hairs there is info in front of you to make it easier. We can ask dispatch for new numbers if need be via acars.

Next time you are JS'ing with us have a look and let the guys explain it to you. Or if you see us on a layover let's have a beer and shoot the **** and talk about stuff to come.

PS The data plan. Our iPads have AT&T sim cards in them. The Managing Director of Mobility, in his infinite wisdom, had decided against using AT&T because it will save about $6/month/iPad. So his great idea is to go with T-Mobile and issue new sim cards that will down grade the devices capability from 4G to 2G only! Don't think that T-Mobile has the coverage world wide to match AT&T, but I could be wrong. He is leaning this way, even though he is being told of all the problems it will cause. Hope this dumbass is gone after merge.