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If you are going to change the reserve rules, which I'm all for, they need to apply to all categories not just a few. "Commuting is a choice" and "Reserve is a choice" seem to be parallel arguments. I don't agree with either statement. We have been over commuting ad nauseum and I won't go there any more. But you can use the same argument that reserve is not necessarlily a choice in the higher categories either. Look at 737 and 767 in LA (Los Angeles for those of you on the east coast!:D), you could be living there and not be able to hold a line in either category. Same goes for SEA which just has widebody cats. Now your saying I have to move/change bases/downbid to get this deal? It'll never float.
Fire Away!!:) Denny |
Originally Posted by Check Essential
(Post 897975)
Exactly. I would expect that.
Then the guys who truly didn't want to be on reserve could hold lines. Ultra long call, a 75 hour guarantee, strictly voluntary short call with 2 hours pay above the guarantee for every short call, stuff like that ---- but only for NYCM88B or MSPM88B or DTW320B, etc. You'd have plenty of guys bid that. The rest can then be lineholders. Or reserve by choice on bigger equipment. That would be more fair and cheaper than trying to make reserve life easier and commutable for wide-body captains. |
Check;
What this will do is create a phenomenon of the reserve percentages in the bigger jets going really junior. What it will end up doing is allowing new hires to flying the large jets for the same pay with worse work rules. See it as kind of a "B" scale of sorts. Guys like me would avoid reserve on one jet where I could do the same thing for the same pay on a smaller jet. The idea that this would allow everyone to have a choice may look good at first pass, but all it will do after a few bid cycles is push the junior guys towards the jets that have the undersirable reserve system. If this is in fact a proposal, I would be curious to see what Alaska reserve rules look like and if the proposed rules mirror them. :eek: |
I should have added to my previous post that the logic that "everyone in categories other than those listed is on reserve by choice" is flawed.
Denny |
Originally Posted by beer
(Post 897999)
Just did one of those trips where you leave ATL and dont come back til the freedom flight. I did DTW, BOS, ORD, MSP, GRR, EWR. The ramp and gate at most of these sucked!!! We came back to ATL..never stopped rolling!! Gate agent in the jetway and ground crew waiting. Had power before I could shut the engine down and heat before I could run a checklist!!
I know we all complain about ATL and I have flown my whole career out of here but it really is much better than most places I have been!!! On a different note..the FNWA FAs are ****ed!!!!! But all were very nice!! War Eagle!!! A few weeks ago we landed in ATL 20 minutes PRIOR to arrival time. We blocked in 16 minutes AFTER arrival time. Both gates they assigned us were occupied, even though upon assignment of the 2nd gate we were informed it was open. All of this after 2100 with no WX that day. It happens everywhere. I tend to have better experiences in DTW then anywhere else, but everywhere is hit & miss for me. |
Originally Posted by johnso29
(Post 897786)
I like these ideas. Rocky, you used to work at JB. How are their reserve rules? Anything they have that we may want?
Some nice things they have are LC is always done from home if you live in the U.S. If you have a period where you could not make it if an assignment comes available, you call scheduling and tell them. They won't call you for an assignment during that period and will move to the next person in line. You are at the bottom of the list for conversion to SC if you are starting a block of reserve days and if they do need to assign someone SC who is starting a block of days they would give you a noon SC. The bad stuff was you could get unlimited SC assignments and they would convert the whole list if an IROP was expected and if the coverage dropped below a certain threshold. They would also offer what were called RSA days. A reserve or lineholder on days off could volunteer to sit SC and would get paid an additional 4:15. If they didn't use you, you got the pay and stayed home. If they used you, you got 4:15 or whatever credit you flew. Those days were offered when coverage dropped below a threshold % or IROP's were expected. It was a great way for local guys to make more money while supplementing SC reserves. The 4:15 for reserves went above guarantee. Reserve guarantee 75 hours. 150% pay above 78 hours. 12 year CA pay $159 Delta $162 10 year FO Pay $104 Delta $108 |
Originally Posted by fishguy79
(Post 898007)
U.S. TSA prohibits printer and toner cartridges in baggage
-------------------------------------------------------------------------------- November 8, 2010 The U.S. Transportation Security Administration issued a Security Directive to airlines Monday prohibiting printer and toner ink cartridges weighing 16 ounces (453 grams) in passenger carry-on and checked baggage on domestic and international flights. This applies to revenue and nonrevenue passengers as well as crewmembers. This SD does not apply to Delta Private Charter flights. “The TSA is implementing new security measures including a prohibition of the transportation on board domestic or international flights of printer/toner cartridges weighing 16 ounces or more,” the TSA said in a statement to air carriers. “Accordingly, effective Monday, November 8, 2010, passengers and crewmembers are prohibited from transporting these items in either carry-on or checked baggage.” TSA what a joke. A day late and a dollar short comes to mind.:mad: what a gigantic useless government agency we created. fish Shoe Bomber = shoes off through security. Liquid bomb dry run = no liquids greater then 3.4 ounces Underwear bomber = body scanners Bombs shipped on UPS/FedEx = no printers/cartiridges weighing 16+ ounces. Soon their lack of pro-action will cost lives. What a waste. :mad: |
Originally Posted by RockyBoy
(Post 898050)
Some nice things they have are LC is always done from home if you live in the U.S. If you have a period where you could not make it if an assignment comes available, you call scheduling and tell them. They won't call you for an assignment during that period and will move to the next person in line.
You are at the bottom of the list for conversion to SC if you are starting a block of reserve days and if they do need to assign someone SC who is starting a block of days they would give you a noon SC. The bad stuff was you could get unlimited SC assignments and they would convert the whole list if an IROP was expected and if the coverage dropped below a certain threshold. They would also offer what were called RSA days. A reserve or lineholder on days off could volunteer to sit SC and would get paid an additional 4:15. If they didn't use you, you got the pay and stayed home. If they used you, you got 4:15 or whatever credit you flew. Those days were offered when coverage dropped below a threshold % or IROP's were expected. It was a great way for local guys to make more money while supplementing SC reserves. The 4:15 for reserves went above guarantee. Reserve guarantee 75 hours. 150% pay above 78 hours. 12 year CA pay $159 Delta $162 10 year FO Pay $104 Delta $108 |
Can anyone tell me if HNL-LAX is considered an ocean crossing for DH?
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