Ok. I knew better from you, ts. ;)

True story,

whenever my 5 year old sees anything to do with that show he always says "Dad, that show you dont like is on" lol :D

It has nothing intellectually redeeming for me. I only watch as it's on right before The Price Is Right.

I'm on reserve and hardly get called. Each day is like groundhogs day. Each day I know that at some point while flipping channels I'll cross over The View, Hasselbeck will say something self righteous and frustrating and I will throw the controller at the TV. Like clockwork.

fyp........

FYP?? Help me out here...

fixed your post... you get to find what I fixed. :D

Gotcha..............

Question for you reserve rules experts: Just flew a 4-day trip that returned this AM at 1020. When trip was assigned, scheduler included a 24 hr rest upon return which shows up in DBMS going thru 1100 tomorrow. I checked my schedule on return from the trip to satisfy the requirement and nothing was there. At 1315 scheduler calls to tell me I am on SC tomorrow at 1130. I didn't answer and acknowledge the assignment. Aren't you free of all responsibility for responding during the 24 hr designated break? Can they require me to be on SC once the 24 hr is over with less than a 10 hr notice? I commute to reserve - last day in this base tomorrow and will be based at home on Monday. If they had posted it before I returned from the trip, yes I would be responsible, right?

Of course we don't want (nor should we allow) that. Heck, most of the time when they "reduce seats" they do so to install more first class seats specifically in order to increase revenue in the first place. That's hardly a driver for pay cuts. In a bad economy the gas saved by pulling seats is next to nothing, and it increases CASM at least on paper so that would be dumb from the company's point of view. Max certifiable should be what we are concerned with anyway, along with MTOW, cargo capacity, speed, range and other fixed criteria.

Arguements on the exact science of the formulas for calculating pay by type aside though, the point here is that consolidating pay rates saves the company a lot of money by significantly reducing one of (if not the) main drivers of costly training events.

At a minimum we should bring the 88 rates up to the 90 rates in any case though, and I would agree that the 88/90/319/320/737's should pay the same (the current 737 rate) and SWA rates seem to be more than fair for all. With the 9's going away soon anyway, we would likely need a smaller narrowbody rate for when we get the nxt gen smaller narrowbody on property (EMB190/195, C-Series, Mitsubishi, Sukhoi, baby Boeing/Airbus et.) and of course a separate rate, as necessary, to get the larger RJ's currently outsourced back on property (or at least the pilot jobs back on property). But in any case having a ton of pay rates that are separated in many cases by tiny or even non existant seat ranges is silly for us and for the company.