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Originally Posted by Ferd149
(Post 1650091)
I forget who said it, but I agree we REALLY need live video LEC meetings and electronic voting of resolutions. This is the 21st century. As the pilot group becomes more and more commuter, I really don't see any other way. I'm probably the average guy on here, in 18 years I've commuted in for one meeting....and that was during the merger discussions.
T is dead on about longer trips. NWA had a 4:15 minimum day, and it's a huge driver on trip construction. Now, can someone smart explain a minimum day vs what we just agreed to. It looks real similar....... Ferd Min day was just that. Every day was worth XX. We have an average daily guarantee, so on average they must equal XX. Lets say X=5 ... with two trips which fly 8 / o / 8 Min would be 8/5/8=21 Avg would be 8/0/8=16, 16 > 15 so no credit. Many airlines that have min days have prorated deals where a part day = part pay. |
Originally Posted by vprMatrix
(Post 1649949)
We did not add language for SDP so this is not a factor. What we did do was make CDOs possible for both scheduled and IROP situations.
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As of today you cannot use the two hours to commute for short call if you are coming off of long call. The only time you can use it is coming off an x day. I talked to a scheduler and supervisor both confirmed this. My question is, is this specifically prohibited by the New ta or just new practice.
Fyi for all commuters |
Originally Posted by Bucking Bar
(Post 1650093)
So, anyone else been on a 737-900 with a whole lot of slow moving families contributing to an aft CG while unloading?
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Originally Posted by HVYinRESERVE
(Post 1650110)
I had that happen in Seattle. The ground crew came on and said that because there wasn't any cargo up front, the airplane may end up on its tail if the back of the aircraft didn't get off quickly. I didn't stick around to find out :eek:
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Originally Posted by Ferd149
(Post 1650091)
T is dead on about longer trips. NWA had a 4:15 minimum day, and it's a huge driver on trip construction. Now, can someone smart explain a minimum day vs what we just agreed to. It looks real similar...
On a min day, each day has to be brought up to at least the min value, with credit if needed. On an average daily guarantee, the entire trip has to be equal to the ADG * the number of days on the trip (minus carveouts). Let's say MIN and ADG are both 5:15. Let's the trip is blocked 2:15/6:15/4:15, or 12:45 total With an ADG, you get 5:15 * 3 = 15:45 (because it's > 12:45) With a MIN, you would get 5:15/6:15/5:15, or 16:45 Of course, keep in mind I have no idea *** I'm talking about, but I think that's how they work. |
I'm so very glad I answered Ferd's question, then saw Bar already did...
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Originally Posted by ilinipilot
(Post 1650109)
As of today you cannot use the two hours to commute for short call if you are coming off of long call. The only time you can use it is coming off an x day. I talked to a scheduler and supervisor both confirmed this. My question is, is this specifically prohibited by the New ta or just new practice.
Fyi for all commuters |
1 Attachment(s)
Originally Posted by Check Essential
(Post 1649907)
There's a 30 minute buffer also.
I suppose they COULD do it. It wouldn't be an official Split Duty under the FARs though. They would have to schedule it for 11+30 or less, the return leg would have to push before 6 AM, and here's the big one: It would pay 10+30. $$ Ka-ching. $$ |
According to the LOA, this is a new change that affects all reserves. So much for protecting the reserve QOL. :(
Two hour commute window now only applies to the first day after a non-fly day. See page 24 of the LOA. |
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