OK junior. I'll stand in the box and take my intentional walk.

Staying with your metaphors is getting tougher.

Good luck power hitters. I'm playing small ball.

 

Trying to understand the percentage bid thing more.... I understand it on the fo side but wouldn't it be more safe for someone considering an upgrade? If someone didn't want to be the plug on lax 717a for example and they were currently an first officer, wouldn't putting something like 85-90 be more safe than just rolling the dice? Same thing for the 330 and 350

 

I'll take a stab at this...

The last move I made, I bid 65% which meant I didn't get the award the on the first AE with that qualifier. My choice was to stay in my position or be senior enough to stay a line holder with a cushion to stay there through the flux. I looked at the bid awards of the guys around my seniority and decided that was the level I wanted to be at for schedule and have an adequate cushion (IMO) from reserve.

The percentage is only accurate for that bid result. All bets are off once the bid is published. Guys could retire, bypass, become instructors etc. The next bid could push you up or down with conversions in and out.

Ex.

90% is top 90%, or not below bottom 10%.
15% is the top 15%, or senior to 85%.

Line holder refers to the line holder estimate of the company. This changes with ALV each month, flying increases or decreases, reserve staffing and bid run tweaks. It doesn't guarantee a line. My opinion is if you want a relative seniority, percentage works best. Find the guy you would be just senior to in the category and use that as a reference. With that said, this is a HUGE bid and categories could change drastically. If you can't hold it currently you are stabbing in the dark. Percentage bid at least gives you some control. If you're shooting for the moon and don't mind being the plug or just want the highest paying position you can hold regardless of relative seniority, then just use the straight bid.

Good luck.

 

Thanks for the input

 

Funny, when I go to big airports outside the United States they seem to figure where to fly the 777 just fine. Cathay and KLM come to mind as good users of the airplane. Wonder what they know that we don't.... hotter FAs?

 

"Hotter FA's" probably just friendlier would work. This isn't just the FA's the gate agents and customer service have some bad apples in the ranks as well. This is a big issue when it comes to competing with he foreign carriers. If we can improve customer service maybe we can increase market share internationally and justify the wide body aircraft everyone would like to fly. The pacific market being an area where things are toughest for us.

 

I have a fair amount of time in both, and one is a light twin. Check your WDR.

 

Yes, the WDR difference is about 250K vs 100K which further supports the original point about efficiency, but both are actually light twins compared to the fleet of our code share partners.

The original point still stands though, the A330, especially the -302 is a more profitable option for the US-Europe and West Coast to Asia markets. The passenger and freight capabilities are very similar. The 12+ hour legs or the need for lift of extra bulk cargo are where the extra range and payload of the 777 becomes an advantage. Don't get me wrong, I love the 777, but you are flying way more airplane than necessary if you have 290 passengers and a 30 containers of freight on a 10 hour flight.

Boeing 777-200ER (777) : Delta Air Lines
Airbus A330-300 (333) : Delta Air Lines

https://www.deltacargo.com/ShippingT...ing777200.aspx
https://www.deltacargo.com/ShippingT...bus330300.aspx

 

A lot of these Florida commuters probably have inflated seniority in NYC and don't mind the commute. The Florida commuters (myself included) can go either way.
The North East people who drive to work or have a very short flight to NYC are less likely to move to ATL. They want QOL. Which will reduce how many of them will bid ATL positions.

 

My point entirely... I need to go sniff out an article in the NW explanation for picking the 330 over the 767, 764, and 777 to replace the DC-10 back around 2001. It's a 777/DC-10 sized plane while much lighter.