Originally Posted by Gunter (Post 1374058)

I don't remember cries about a B-scale when BC handed us a TA in 2006. That's when it could have been used, from a certain perspective. It does not apply now to this proposal. Keep using it if you want people to disregard your point.

I haven't never seen such confused posts on here or on JetFlyer. I don't even know where to start.

Good luck.

Originally Posted by pipe (Post 1374065)

What's the difficult part to get?

If you can fly a 767 with a 757 pilot, you're going to do it at every opportunity. That means you keep the fewest number of 767 pilots you can.
Pipe

Originally Posted by pipe (Post 1374051)

Actually......

A pilot senior enough to bid the 767 will get WB pay. A pilot senior enough to hold Airbus or MD Captain at a high percentile today will be a 757 Capt in our brave new world. He'll hold WB pay for peak and Valentines Day rather than year-round (if he chooses to bid reserve at those times - which is great for commuters).

What this LOA changes is the threshold for "senior enough to hold widebody". It will now be a fluid thing with those near the edges living below the threshold most of the time.

I would think 757 guys can expect all staffing overages for both airplanes to be carried on the 757 list. Lower ALV most of the year. Hope BLG in the 60's is good 10mos/yr. 757 will be lowest rate AND lowest BLG. There's your B-scale.

It looks to me like the long-term bottom line is that WB pilot positions are being traded for NB pilot positions. I think that's about as simply as it can be put.

Pipe

Originally Posted by pipe (Post 1374065)

What's the difficult part to get?

If you can fly a 767 with a 757 pilot, you're going to do it at every opportunity. That means you keep the fewest number of 767 pilots you can.

Pipe

Originally Posted by TheBaron (Post 1374083)

So you fly a 767 trip with a 757 crew. That means the 767 crew staffing is below crew/SCH ratio and the company then has to build 2 R24 lines for 757 crews paid at WB pay. So where is that savings for the company?

Originally Posted by pipe (Post 1374065)

If you can fly a 767 with a 757 pilot, you're going to do it at every opportunity. That means you keep the fewest number of 767 pilots you can.

Pipe

Originally Posted by TheBaron (Post 1374080)

I also doubt the company will play the excess bid "card." They've done that once in the past 8 years. Takes a lot in time and $$ to constantly shift crews to different airplanes, and if they are excessed, they aren't seat locked and can bid out in the next bid (chaos.) ..... Do you know of a secret deal to bring on more NB's?

Originally Posted by TheBaron (Post 1374016)

That would be a problem except for the stipulation in the LOA that matches 767 manning to 767 SCH. If the company short mans the 767, they have to build two R24 lines in the 757 bid pack for each shorted crew member and pay them at w/b rates. Seems like a penalty the company would want to avoid. That's the way I see it. I'll admit however, that anytime I read something that has "Whereas" and "Be it resolved" I sometimes have a hard time figuring out what the hell they mean.

Originally Posted by DiamondZ (Post 1374155)

Not much additional cost to excess into a common rated, lower paying seat. There's potential to have smaller more frequent bids to level out required flying before and after peak. The 757 will obviously be the most junior plane on property. In general, most pilots would probably upgrade to the 767 without having to go through training on another platform, making the 767 the 'junior' WB plane. Would be very easy to excess the bottom back and forth as necessary.

Originally Posted by Gunter (Post 1374178)

Except for the fact that during an excess you can go to any seat you can hold. Could be to 777, MD11 or even CGN 757.