Originally Posted by 80ktsClamp (Post 1502960)

Spot on. I really don't like early mornings, so I always go for noon short call. Nothing I hate worse than going on SC at 0600 and the phone ringing at 0601 for a "get there as soon as you can" callout. I also don't mind flying all night. The all night thing others despise as much as I hate mornings, so it's really personal preference.

Originally Posted by Bucking Bar (Post 1502924)

Put 5 pair of clean underwear in a bag. Put the bag by the door.

Originally Posted by orvil (Post 1503092)

I was in the The Corps, underwear is for pussies.

Originally Posted by Leeham's morning update

The Boeing 757 doesn’t have a true replacement. The Airbus 321neo and Boeing 737-9 fall short. The 9 MAX doesn’t measure up to the A321neo. Boeing has to move toward a program to replace the 757 and the 737-9.

With the launch of the Boeing 777X a given, what’s next in aircraft development?
John Leahy, COO-Customers of Airbus, gave a tantalizing hint at the ISTAT conference last week in Barcelona, Spain, when he said the OEM was studying a stretch of the 350-seat A350-1000 to fill the gap between it and the 525 A380 and to compete with the 400-seat 777-9. But then he tried to reel it back, saying there was “no story here,” according to Aviation Week.
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KING5 (NBC Seattle) has this report about the 757 replacement.
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Then Boeing’s own Joe Ozimek, who heads sales for the 737 MAX, asked the lessor’s panel which aircraft do they want and CIT Aerospace president Jeff Knittel said a replacement for the Boeing 757, Tweeted AFM magazine.
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This is what we think will be the next big project.
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We reported in March 2012 that Boeing continued studies-dubbed the New Airplane Study, or NAS-of a replacement for the 757 even after launching the 737 MAX program and billing the 737-9 as the 757′s replacement.
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Except that it isn’t. Far from it.
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The 737-9 doesn’t have the range, the field performance or the payload of the 757. Neither does the Airbus A321neo, although it is much better than the 737-9.
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Entry-into-service for what we will dub the 757R is envisioned for 2025-2027, leaning toward the former.
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During the media briefings in advance of the Paris Air Show, Boeing acknowledged it saw a market for the 757 replacement. Although 1,049 757s were built in its production run ending in 2003, a solid sales effort for its era, we believe the market is far larger when you consider the general up-gauging that’s been happening and the sales of the A321ceo/neo and the 737-900/900ER/9. Through September, there have been 1,861 A321 family sales and 766 of the largest 737 family siblings sold. Combined with the 757 sales, this totals 3,676 programs sales for all three airplanes, excluding future sales.
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Although Boeing claims the 737-9 is a replacement for the 757, for some 80% of the missions, and while Boeing claims the 737-9 is better than the A321neo, sales figures tell the story. Furthermore, airlines we talk to universally tell us the A321neo is more capable than the 737-9.
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The combined sales figures demonstrate that Boeing is trailing badly in the 180-220 seat single-aisle sector, with a mere 29% share of the market and even worse with the 737-9 at just 27.5% of re-engined competition. To recapture this market, Boeing has to proceed with a new airplane.
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We believe a 2025 EIS means activity will begin to truly ramp up for decision-making as early as 2017. Eight years now is becoming the norm for new airplane development lead time.
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Development of the true 737 replacement will then flow out of development of the 757R. The first 737 MAX EIS, for the -8, is slated for July 2017. The -9 follows in 2018 and the -7 in 2019, assuming the only two customers (Southwest Airlines and WestJet) don’t swap these for larger models or proceed with another solution entirely.
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We believe the MAX, coming two years behind the Airbus neo family, will have a shorter production life than the neo, especially with the poor-selling and poorer-performing -9. A 10-11 year production run is probably a reasonable expectation.
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Airbus and Boeing each have said they expect a replacement for today’s single-aisle airplanes around 2030. We believe this may be advanced a few years to as early as 2027.
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The question is, which company goes first? We think Boeing has the greater need and greater motivation. We believe Boeing will be first off the mark.

Originally Posted by APCLurker (Post 1502943)

IMHO It is pretty much a crap shoot on short call start times if you don't commute.

As Purple said, there are just too many unknowns/variables to when trips come open for coverage due to: sick calls, maintenance delays, equipment swaps, weather, etc. etc. Too many variables.

If you have an early am start (4-6) you can get nabbed for stuff that came open later the previous night that they could not assign to a long call, or some other early morning snafu that can't be covered any other way. On the flip side, if you are on a late start you are legal to go late into the night duty time-wise when other's (who may be ahead of you on the list for callout) may not be legal due to their early am start.

One potential is to just decide what fits best with your home schedule on a given day and/or whether you are an early morning or night kinda person. The situation the day prior, like a weather event, could also make a certain time slightly better. Who knows.

Originally Posted by Bucking Bar (Post 1503079)

If you are on a Boeing, at 05:32 they staff the daily equipment subs for the Douglas jets that scared the mechanics from the night before. Might even make it to the Ramada Inn, Jackson, Jackson Mississippi.

Early morning reserve makes a guy feel young, or at least as young as he was when he was a new hire.