I guess you missed my sarcasm. I agree with you

 

I still haven't found a consistent, coherent definition for "protecting seniority" and "preserving wide body seats." I'll keep looking.

 

Not saying there is a right or wrong answer. I was addressing my interpretation of why Rock and I differed and how I saw the issue. I also see this as making things simpler. If you want to fly the 767, bid it. If you want WB pay guaranteed, bid it. If you want your qol, bid that. The only thing this does is if a 75 pilot wants to guarantee WB pay, he/she will have to bid it. As he/she would have prior to the 76 showing up.

 

Time share pitch? Really? I will ignore that flame bait.

You aren't looking for what will protect seniority. It's obvious in your posts. You are just searching for a way to improve the lot of lower seniority 757 crew members.

The proposed system that you say will hurt a 757 pilot's opportunity to fly the occasional WB trip was negotiated as a way to protect a WB pilot (767) from being forced to fly NB trips at NB pay. You may be new to this seniority based system of pay and bidding but it is both the culture here AND industry wide. You should acquaint yourself with it.

That's no sales pitch either

 

Let us say I want to fly the south cone for the rest of my life. Should I bid the 75 or the 76? What if they start the South cone trips with a 76 operating leg and then fly 75s for a week? What if only half the south cone lines touch a 76? I can see them sticking those remaining 75 lines in the 76 bid pack just for consistency. Now the 75 guys have a blg of 68 hours while the 76 guys have a blg of 78 hours. Fair right, because they could have bid 76 if they wanted the money.

I can't really exercise my seniority until I see about 6 months of bid packs.

 

I think a look into the CBA might lead to an understanding of what "protecting seniority" might mean. The CBA in section 22 with respect to seniority says:

"Except as otherwise provided in this Agreement, seniority shall
govern all pilots in cases of vacancy posting awards, bid period
schedule awards, vacation awards, ITU training schedules pursuant
to Section 24, and retention in case of reduction in force and recall
pursuant to Section 23"

This LOA appears to protect these baseline seniority issues, to the greatest extent practicable. A pilot will be only be awarded a crew position and monthly bid award for which there is a guaranteed pay rate (at risk if you go with an override or single bid pack with varying rates depending what you fly). Vacation and recurrent bidding also remains pure so that the WB guys do not take all the sweet vacation slots from the 757 guys is it was combined ops.

Perfect, no. Is there another alternative ? Sure does not look that way especially based on timing with aircraft inbound soon. The vote is to take a known quantity or what is behind door number 2, which could be a new car or crash pad special. Easy choice for me.

 

You just need to master the emoticons

 

Wrong

Secondary lines would be a mix of pay. Possibly all the way up to the most senior one. That's just one example.

 

This is true whether you are on the 727 or the MD. It has always been that way. To use it in this example is not applicable. Bid WHAT you want to fly not WHERE. And if you bid what, you should know the pay.
And yes you can exercise your seniority by bidding the airframe that flies to that destination.

 

Actually, I'm looking for a definition of what protecting seniority means. Still haven't seen it. I guess if more than 10 years of flying at FedEx makes me new to seniority based systems of pay, our pilot roster is a lot more senior than I thought. I understand seniority. I just try to avoid pulling up the ladder while I climb it.