Now my definition of "whacks" in the above quote is that the next AE will be "detrimental" to SLC. My question is how so? The only thing I heard that was going to happen in SLC was the changing from a domestic to an ER 767 base. Granted it will open the category up to all bidders, but if the company keeps the same amount of positions, what getting "whacked?"

Denny

 

Sign me up!

 

That is essentially how fNW ran their 757 fleet. I don't see how reserve callouts would be any different from the present system since 7ER pilots are already eligible to fly domestic trips/legs.

 

I think he is worried that SLC will get more senior if all the seats get opened up to new bidders. Maybe he is getting whacked off the bottom...

 

The "ER" reserve is 24 hrs. There is no 12 hr SC window only 24 hrs. First 12 you can be used for a domestic or international rotation, next 12 is for a international only. Still six a month with can cover 12 total days of reserve. It stinks but it is contractual.

Basically if it is legal under Whilow you can do it, and then be legal for any and all flag ops.

SLC crews would probably do the CDG trip that is now crewed by other bases, and maybe a few HI turns if they go back to the ER.

 

I agree that's the plan. At fNWA, the fleet capt used to called us "utility infielders". Want to do a month of international? Bid for it. Want to do domestic? Bid for it. Want to be a bottom reserve guy on the 7ER, keep those Africa Jepps up to date.

Point being, especially with irops, they can throw a 757 on a little bus route or a 767 on a big bus route since we're the biggest fleet and can better handle a surge. But, Denny or a smart guy needs to chime in on the contract limitations. I've been told by numerous south guys they can't do this without a contract change?

Ferd

 

Hey, I only play one on tv and I got cancelled at that! This one would take a little research and I'm still not sure if I'd get it right!

Denny

 

Ferd, I think they can do it. They may have to have a 767 category but it can have no time and no staffing. I read though the PWA and cannot see where they are required to split it up.

 

In so many words: no crap. The example I used was out of JFK flying into ATL. Good pavement, wide open spaces, zero restrictions and oodles of taxi time. And then parking in a gate with very good air and good power. I would not have called it out if I did not already check up on it. (not checking up as in tattle taling, checking up if there were issues with the airplane or procedures that I was not aware of that restricted it- there were none)

I was just saying use your head, think, and don't be lazy about single engine taxi. The fact is that we default to single engine taxi (and no APU depending on the airplane) unless there is a reason to do otherwise. The same goes for running the APU at the gate. Good power? Good air? Shut it down... sure as heck makes the walk arounds nicer, too. Air not cutting it? Then of course you need to run the APU. It's not rocket science.

fNW typically defaults to two engine taxi and running the APU all the time at the gate. That needs to change, and that was my point.

I know the 9's engines are hair dryers on the ground and need the APU. The 88 is the same way, and we typically taxi with the APU and single engine on the 737. The 320 would likely require the same for airflow unless it's a nice cool day. There is a time and place for that. All I'm saying is think and be proactive in not burning the noisemakers when they aren't necessary.

 

80 so true.

Also wait to shut the APU air off until the ground air is on. It helps prevent the lines and mixing compartment from going above 100 degrees. If you wait a few seconds for that air to stat flowing and to cool down, the ground air works very well.