WingAttackPlanR

I currently work in a part 91 department. Our scheduling construct is based on “leveling days between pilots”, no plane left uncovered and no more than two pilots off at anyone time. The result is when one principle higher up the hierarchy drops a trip, often our boss will recrew a lot of other trips to level days creating chaos for the crews. It’s not uncommon to be on and off a trip three or more times.

While I get this is part of 91 flying, are other operators tracking days as closely as we are or using a different metric?

Is anyone using a system of “trip ownership” meaning you’re on it to minimize changes regardless of whether if it cancels or goes, you go to the end of the rotation?

If anyone is using “available for set stretches” where “you fly what comes up” and then sit “long call” (12-hour call out) the rest of the days, how is that working aside from the airline costs?


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JTwift

I can’t answer most of this, but I will say that I left a 91 because I was constantly on short call, and my OFF days would constantly change. Off only meant “off unless we need you, then it’s back to standby.” So forget making actually plans.

And I’m not the only one. Maybe tell your boss that in today’s environment, people value QOL as much, if not more, than money.

Diesel8

Part 91 gigs are those unicorn jobs that everyone wants to go for. Sure, some can be great and the pay is fantastic. What most people forget is that the penance for that pay, is that most of them are a 24/7/365. I know that there will be exceptions as I am talking in generalities, so please no don't take this personal.

Red Forman

Most of them are not 24/7/365.