returning to domestic I was struck by the degree of alteration in flying from one month to next. I called the fleet planner and got the answer the software goes day by day, city pair by city pair and tailors which aircraft is best economic fit.

he pointed out this is what drives the level of change, and I'm going to have to get used to it.

if it means we make the most money I'm ok with that. but it does makes planning your month a challenge.

Hey Bob,
It used to be nice when you had a little consistency. Flew the same trip for several months. I understand it's all about economics, but do things really change that much from month to month. Hate to be at the beck and call of a computer program the measures seconds of credit. Int'l things don't change that much, but domestic guys gotta live with it.

Hank

agreed. my recollection of rotation dupes in a month and same trips month to month are what created the huge contrast in what I was seeing in returning to domestic flying.

haven't been looking at international trips since leaving, but if one seeks trip consistency, that may be the only refuge.

it seems trip length would be one of the less important cost variables? but maybe not. trip length might be in part a reflection of base and category staffing economics. idk.

i was ok with the answer i got, because consistency of profitability is more important in my mind than having the same 3 day leaving on wed-fri month in and month out.:)

the 'dynamic' nature of domestic trips should be a reality check for any pilot looking at a snapshot month of trips in deciding a seat bid move.....or set up a regular gf in a layover city. :)

Interesting discussion. The company position is that they are increasing five day trip because they cut down in credit time. That may be true in terms of the bid package pre month.

I would contend that if you were to do an analysis post month you would find that pilots sick out of five day trips at a much, much higher rate. And then when they have to break up that five day trip to award it to WS, GS, and reserves, the credit argument goes out the window.

Commuters that I know (I have to put in that qualification) always tell me they want five day trips so they have to commute less. But when I look at their schedules non of them have bid any five day trips.....

That's exactly what it is. They posted about 20 examples in a recent newsletter where pilots on the same equipment in the same base said exactly the opposite things.

That's because most 5 days are right at min credit. Add in one or both days non commutable and you could really have a 26 hour 7 day.

The devils in the details of course. Most commuters would prefer 4 days over 5 days if they were productive and commutable, and other than 11 fleet types there's no reason they can't be more often than not.

International is no different, 7ER and 330 are interchangeable on routes now and the more we get the more the bid packet changes. The RCC requests are not honored unless there is excess reserves and credit is minimal. Read their comments every month.

Get used to statements like this as the MOAB and retirements crush staffing.

Crew Resources had to remove all of our trip mix parameters in order to meet their staffing obligations, and as a result we have an overall less diverse trip mix in most bases than some prior months.

Crew Resources had to remove all of our 1 and 2-day trip mix parameters in order to meet their staffing obligations, and as a result we have an overall less diverse trip mix in most bases than the past recent months.

A second for the flightview free app. I used passrider until about two months ago when it stopped working for me. Wierd thing is, I used another site before that that stopped working. Not sure why they are getting shut down, but glad flightview free is available.

Pot-Swap Question---How does someone junior to you get awarded the swap if all the days match up (i.e. you're not you're not looking to change any days)?


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What is the denial reason?