While I would never sit short call from home... it's worth risking the 2000 for 0800 report call... if I planned for the worst I would spend another 100 nights a year in hotels away from my family. Never got that call but am willing to risk it. You can do what you want.

I had it happen twice Dirty, and I was darn glad I was in position because I would have not made report.

Just sayin....

If it's a weekend I have to go into base. Weekdays there is FedEx/UPS. Not my favorite option, but they've saved my bacon a couple times. ;)

Anybody know if crew planning could provide the info? Guess I'm just hesitant to bid MSP M88 only to end up on reserve again. If I'm going to be on reserve I might as well jet stay on the 320.

I guess the safe thing to do is protect myself with % qualifiers?

I'm not in the know, but I think that these days, anything is possible. Flight Ops leadership does seem to be more proactive about not responding to every twitch from Marketing/network and move the airplanes - I think they got burned on the CVG 7ER and NYC 777 bases. In fact, in the last message from Dickson, he said they were going to hold off on A330 movement until network has a better idea of long term plans for the airplane.

The 787 was originally purchased to do city pairs like IND-FCO, EWR-AMS. Open skies in Asia was also planned on happening. The 787 was/is to do international flights that branched away from the hubs. It's domestic CASM is low enough to do this type of flying. There's more revenue potential in say 36 787s rather than 18 747's.

Yep network does not like to commit. The trade off is longer trips and more DH's

68% for me...
 

I think i've put in a 68% qualifiers when i was displaced from SLC, and guess what? I've been on reserve since May! When I inquire crew planning, they said that's where i'm projected to be at the end of the conversion. But by then, new AE would have come out, and it's all a floating number. The only protection we have to holding a line is an increase in flying, which we know is as unpredictable as (add in your funny comments)...

As a commuting reservist, if i were you, i'd hold off on this AE, and see if there's increase in flying in Dec or Jan. i'm staying put at 68%.

BUT, there is no 787... delayed AGAIN! :D

Remember its not all CASM, its RASM-CASM. If the 787s CASM is better than the 747s but it can't carry the cargo, then 747s are the way to go. Especially if you can get good deals on them on the used market. Also, too many planes equals higher CASM in the network/route and then too much capacity brings a lower RASM and you're making less and committed too much. The tight rope between too much and too little has to be managed 26/8, 366.

So,
FLY DELTA JETS!, (the sign is at the ATL TOC)
FLY DC JETS! (the sign is in LGB)
FLY OLD JETS! (the sign is all over the place at a Delta hub :D)

FtB;
True, true true.

CASM is very important for downturns and oil spikes. RASM is important for a jets staying power.

I would like to see a 7-9% margin from here on out. That is very possible with jets that can carry the cargo.