It is interesting to see how network deals with the loss of 7 or 8 757's. I figured the 320 and 737 would back fill. Instead, it appears more than a little "757 domestic flying" is bypassing both of those jets and going to the MD90's.

The 737NG utilization is probably already maxed out.

The loss of the 767 in Atlanta is going to be painful. Wonder if the 717 will end up senior to the MD88. Lots of people are talking about bidding it.

 

Basically, you're effectively on short call for a period of time after the original sign-in time--can't remember the exact times, so I don't want to give you bad info. check the PWA Section 23.k for specifics.

You get paid for the original WS if they don't use you.

 

No kidding. I dont get the under utilization of the little bus. Not to mention, even after all the retirements off the big bus, they are still overstaffed??

That 40 767B displacement out of ATL is going to be murder... most if not all of those guys can hold A, though... so hopefully they go and grab one of those positions and don't cascade down too bad.

 

Yep, but hopefully most of those will come off the top:

DTW:
Losing 15 320FO :
GAINING 16 777/744 CA slots
. . . . . . . .2 DC9 CA slots
. . . . . . . 13 777/744 FO slots
. . . . . . . .2 DC9 FO slots.
Net increase of 18 slots

MSP:
Losing 22 320 FO seats
No gains, but the DTW CA slots may offset if commuters bid to DTW

SLC:
Losing 20 320 FO seats
. . . . . 20 73N/7ER CA seats in LAX/SEA

It will be interesting for sure. Overall good news for once.

 

I wouldn't call this good news- it's marginal at best. All widebody displacements in ATL with almost all narrowbody vacancies.

SLC should be a good thing with west coast commuters hopefully being able to to get back out there.

MSP is definitely negative- their demographics are similar to ATL with a very low amount of commuters.

DTW is overall positive with narrowbody displacements and growth on the widebody side.


Remember, the big positive bid is the next one! ( )

 

With my research on AA, it should would be nice if the union had published the FPL data like the resolutions that were passed a number of times told them to do.

With AG, it was easy to verify that he has a captain award. Here, the union's own lack of transparency is making it difficult to verify (or discount).

 

With a very quick bit of research on DBMS, he's on a long trip right now and very much current.

He was out sick for a while, but it was normal sick time (where you continue to bid normally), and then went to SLOA which is the normal progression of things. No lines were bid when he went unqualified and on SLOA.

Suck on that, bigbus.

 

This bid does absolutely nothing for me, but when you keep the total number of pilots the same and end up with 55 more captains than the present layout I consider that to be positive. All about how you look at it I guess.

Of course, the NEXT bid will be the big one.

 

Fair enough. I'm at almost 6 years and this thing is flirting with MDing me off of a narrowody. That changes the perspective on how positive it is.

Maybe next bid will be the massive positive one as promised from the retirements and such from C2012.

 

From the DALPA blast mail that went out today. This assuming you have not already reported for the rotation. If you have, a whole other set of rules applies....

If he is removed from the first leg of a rotation, he must remain available for recovery flying as follows:

· If he is notified of the removal before reporting for the original rotation,
o He has no obligation to be contactable prior to the original report time. He
is essentially on short call beginning at the original report time and continuing for six hours, unless he is notified of a recovery assignment or released by Crew Scheduling prior to six hours.
o He may be notified, prior to the original report, of a recovery assignment. He is under no contact obligation, but may acknowledge such recovery assignment and then report at the scheduled report time for the recovery rotation.
o He may be assigned flying that reports on any day of the original rotation, but not earlier than his original report, and releases not later than four hours after his original release. An international category pilot may be assigned recovery flying scheduled to release not later than four hours after his original release, or same calendar day, provided the last duty period of the recovery flying contains an ocean crossing.
o If no recovery flying has been assigned by six hours after the original report time, the pilot is released with no further recovery obligation and retains full pay of the original rotation. The pilot is then free to pickup flying over the days of the original rotation and be paid for both rotations.

Also....

A regular pilot will be released from Section 23 K. recovery obligation if
· He requests to be released, and
· Waives his rotation guarantee, and
· Crew Scheduling agrees.

A regular pilot will be released from Section 23 K. recovery obligation if
· He requests to be released, and
· Waives his rotation guarantee, and
· The time until originally scheduled report is greater than 24 hours, and
· Reserves available are at least 50% of reserves required.