For me it's easier than calling tracking. I rarely have to wait on hold for the duty pilot, but tracking can be hit or miss.

 

I always get us at least 10 hours behind the door. Sometimes 11 if we had a really long day followed by another long day. The most common cause for calling is when we’re staying at long layover downtown for a 12 hour layover, and we get in a few hours late. I’ve found tracking won’t adjust legal layovers on paper. My call is straight to duty pilot. I tell him what I’m doing. If I get any pushback, I just say I’m fatigued right now and need 10 or 11 hours of rest right now.

Act like a captain. Just be able to justify whatever decision you make.

 

Man, didn't even think to check that on my last reroute! As an update on my last reroute, I submitted a pay inquiry about the 200% for the entirety of the reroute and was told that 1.5x for the first day and 2x for the next days is correct. So I guess it is part of the grievance/settlement now. 🙄

 

(Only quoting hockey as the latest example, not directly responding to this post.)

I also am a "10 hours from key-in-hand to pickup." That's not to say there aren't (rare) exceptions, and every time is a case-by-case basis--but my default is 10. Hockey's post summarizes exactly why I don't bother with CT (even if their hold times weren't beyond anything I'm willing to do) nor the DP (who, even if everything goes smoothly with contact, may have pushback, mild or otherwise). Straight to Crew Assist for me, and I don't even wait for a response if it's not immediate. Last time I had this situation (~3 weeks-ish ago): I put the message in ("Please pass to Crew Tracking: late arrival, need to adjust pickup time for rest, will be in lobby for pickup at XX:XX"); got no immediate response; showered & went to bed; got up in the morning, and discovered a response had come at some point. That response wanted to play 20 questions about was trans delayed, the hotel delayed, etc.--all of which I was blissfully unaware--but, the pickup, report, and push times had all been adjusted.

 

This is another point where I don't get the "logic" in the PWA at times.

7ER fleet. Fly planes anywhere from 168-234 passengers, some narrow body, some widebody, and one that's a narrowbody that takes more passengers than the WB (757-300). Same pay rate for everything. 66 passenger swing small to big.

When I was on the 321, 3 pay rates, plus a composite rate for RES Guarantee as NEOs flowed in. 132-194 seats from 319 to the NEO. 62 passenger swing small to big. The biggest pays same as 767-300ER.

Why are some fleets, that have a pretty big swing in capacity between submodels pay one rate, while there is a $15 an hour swing between 319 to 321N (and I'm pretty sure it used to be more of a gap)

 

this is why all airplanes should just pay the same by seat.

 

I made the mistake of going to the wrong pick up location in TPA recently. There is conflicting information out there, Sky hop vs Micrew. That cost me almost an hour, well Delta really, but these are the games we play apparently. NMFP

 

I agree, the job doesn't change whether you are flying four legs in a 717 or one leg in a 7ER (200 Pax, One run of the Checklist, One take off, etc) to LAX. The responsibility is the same, if not more, on the 717 (400 PAX, 4 Checklists, and 4 takeoffs and landings), but the pay gap is enormous.

I like the idea of a WB rate and an NB rate. I do think it's funny, though, how the 7ER is a WB for PCS and an NB for pay, it's almost like being coveraged over a bank holiday weekend, but yet not getting HOL pay for it.

 

Lemme guess, Skyhop app had the right place but wrong van time, and MiCrew had what was the right place 4 months ago but hasn't updated even with 800 FCRs?

 

Out of curiosity, I just looked. Skyhop, iCrew and MiCrew..

3 SEPARATE PLACES.