I'm not trying to get in a tit for tat - to the contrary I was pointing out that there are pluses and minuses to our current system. Unfortunately there will always be a downside and someone will always feel they are being slighted.

I will say that the current system has had the unexpected result of more junior pilots being able to hold lines as very senior pilots are bidding RSV by choice. That is something that I would have valued greatly when I was a junior commuter always stuck on RSV - now not as much, but it does open up options on down the list. It hasn't been unusual to see REG pilots on the last page of the awards nor RSV pilots on the first page... Just offering up some food for thought. It's simply a different way of doing things. If enough of us hate it then we will make sure it goes back the other way at our next opportunity.

To be clear I'm not defending all aspects of our reserve system. There are many things that need to be fixed. I just find it disingenuous to rail on the negatives while ignoring the upside. Only by understanding the full picture will be able to make sound decisions at our next opportunity, whenever that may be.

Saw this elsewhere

Show me one piece of info where DALPA ever said the changes only effect international. I read what they put out and attended a road slow. That was never put out and the contract was available in full language to read and does not say that.

Two things, first read your contract. 8 hours is the limit. Second read and try and understand the new rule. It's likely we will see a increase in 3 man ops because of the severe duty day restrictions on 2 man ops.

I flew ANC to HNL many times. If they are taking more then 8 hours they are flying it at Mach .4. It's 30 minutes longer then lax to HNL. 2400 verses 2200 miles.

Sailing,

I don't think he is aying that DALPA said they would only affect international categories. I believe he is saying that he heard the reason the company wanted this change was because a lot of long trips in the international categories were not assingnable under the old contract.

I have heard that this was the main reason that the company wanted the ALV+15 which begs the question, why didn't we just push to allow ALV+15 in the international categories?

Like I have often posted, I don't think the ALV+15 is a big deal, but the above is a fair question: If the change was mainly to help the schedulers assign longer trips to reserves in the internaitonal categories then why not limit it to the international categories.

And like I said - I too have heard this as the reason the company wanted the change and why we obliged them.

At this point - its done, water under the bridge, make a note of it and lets revisit it next go around, if we as a group decide it is unsat.

Scoop

I don't know. Do you have any known absences that month? Will you actually get called for a trip? Would you have yellow highed to get above the cap as I was told on here many pilots often did to be shown full and get a big month?

However they do mil leave and go to training.

Do you really want to go down the path of creating B scale work rules? The company did want it to cover longer trips however domestic has lots of long trips also. There are significant numbers of 4 and 5 day trips. Near the end of the month they often were impossible for the company to cover. You also have the issue of what is domestic. I once flew 12 day trips on the 727.

Just offering up a different perspective: Don't assume everyone would want what you want. As Purple Drank put it, I preferred what I had before. In my case, I'm a commuter and I had weekends off on reserve. With this new contract I get a line (if I have to fly weekends I might as well have a line), but I preferred having my weekends off. That option went bye-bye a while back. My point is, I see that brought up a lot as if it's a positive when in my opinion it's a negative. For me, commuting to reserve isn't as bad as rarely getting a weekend off.