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Old 11-27-2017, 06:36 PM   #31  
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Copy all, and didn't mean to sound snarky. We take what we can get. I will not dime out Catfood's name, but I still smile when I see him.

FYI...all 10 guys bidding into or (back) into the HKG base were senior to me. My MD-11 day flying and Paris trips are also a distant memory. Its hub turns for me UFN...
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Old 11-27-2017, 09:30 PM   #32  
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Every contract, I tell the NC I want full per diem.

On the 777, it would have increased my pay by at least $10,000 a year, tax free.

Funny, they never seem to negotiate for it, but they keep telling me it is "my union" and "my negotiating committee speaks for me". Uh, I don't think so.

ALPA national does not get dues from full per diem. If they did, I bet we would have had it long ago.

If "my" union really worked "for me", they would negotiate based on my preferences, not ALPA national's.
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Old 11-28-2017, 02:28 AM   #33  
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FYI...all 10 guys bidding into or (back) into the HKG base were senior to me. ..
I suspect several senior bidders are practice only players. Waiting for the final practice for real numbers.
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Old 11-28-2017, 05:51 AM   #34  
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I suspect several senior bidders are practice only players. Waiting for the final practice for real numbers.
...I'm thinking the one retiring in 33 days is probably not going to change to his mind. That said, there is a lesson here. If you bid out of the HKG left seat, you may not be able just to waltz back in.

From 2008-14, I could have held it on the initial bid only. Since then, there have been 2 I could have held and the latest that I could not. Memphis MD-11 is becoming the junior WB in the system for the left seat...who would have thought a few years ago?
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Old 11-28-2017, 06:12 AM   #35  
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Copy all, and didn't mean to sound snarky. ..
Uhhhh...Really?

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...here's a suggestion. Eat cat food. Really. You can get some saltines, a can of cat food, and have a lunch and pocket and invest that 7 bucks while you read your Dave Ramsey book...
OK, then...If you say so.
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Old 12-01-2017, 03:55 PM   #36  
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Originally Posted by Sluggo_63 View Post
Slight correction/explanation to what KC-10 said.

The Reserve periods (in Memphis) are:
RP-A: 01:30-13:30
RP-B: 13:30-01:30

The call out is 1+30 prior to that, which gives you a phone availability from 00:00-12:00, etc.

There is also an RP-A+, and RP-B+, which are halfway between RP-A & B.
Thank you. Yes, very good point.

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Call out is 1+30 if there is an active airport standby. If there is no active airport standby the call out is 1 hour with short call parking meaning don't have to park in distant long term lot with a bus ride with stuff springs.

Wish we had short call long call.
Ha, I never know why the !+30 was reducible to 1+00. You're always learning with this job. Thanks!

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Also, regarding the time on the ground in MEM during day or night hub turns. Youíre not ďon dutyĒ by any stretch of the imagination. Youíre in domicile, your trip is over, youíre off the pay clock and not accruing any per diem. What I think he meant to convey is the time you spend turning in MEM counts toward you total duty because itís not long enough to constitute a legal rest period.

My theory on the ďrhyme or reasonĒ of weekend layovers versus deadheads is simple dollars and cents. If itís cheaper to deadhead a crew out on Fri/Sat and deadhead another in Mon rather that pay two pilots for the layover plus per diem, then the bean counters make the call.
Thanks for that clarification. Your duty day is still going but yes you are off duty. That's what I was trying to convey in that you can't go grab a beer etc.etc., but you can go home, eat, sleep, workout, anything really except something that would make you unfit to go fly.

I left out the schedules for the 767, MD, and Airbus but really I don't think they're all that different. Hub turns are hub turns, days or nights. Long haul is long haul. Then there are the see America trips with longer layovers or coast to coast point to point flying.
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Old 12-05-2017, 08:01 PM   #37  
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After looking at some of the domestic schedules at FedEx, there are a lot of back to back trips with only a weekend off in between. How do commuters cope with this and how easy is it to drop trips, if one is more interested in days off than money?

I'm looking at commuting from the west coast. If a trip were to start with a deadhead on AA to MIA, would the travel bank funds still cover a commute across the country?

Last edited by Sike; 12-05-2017 at 08:12 PM.
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Old 12-06-2017, 03:08 AM   #38  
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After looking at some of the domestic schedules at FedEx, there are a lot of back to back trips with only a weekend off in between. How do commuters cope with this and how easy is it to drop trips, if one is more interested in days off than money?
Dropping trips depends on manning and reserve coverage. It can be very easy or impossible at times. But, if your time at home is a higher priority than pay, then that would be your best bet. Of course trip trading to make your schedule more commuter friendly without the pay hit might be a good compromise.

If the back to back trips you describe end with a deadhead out and then start with another deadhead back to the same city thereís another option. You cancel the DHs and use the money from both tickets to stay in the hotel for the weekend as well as collect per diem for the time youíre there. Not really in line with your time at home over pay priority since neither is happening for the weekend but it can be a commuter friendly option to minimize the hassle.

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I'm looking at commuting from the west coast. If a trip were to start with a deadhead on AA to MIA, would the travel bank funds still cover a commute across the country?
First, itís unlikely you would find yourself forced to commute (via head head trip) cross-country every month. If you are doing that on occasion, how the fares play out is impossible to say for certain. It depends on where you live (your home airport) and where the trip starts. MEM to MIA might be booked on AA non-stop (or through CLT or DFW) or DL through ATL or UA via IAH. Routing can change (therefore prices) from month to month. You might find buying a ticket from one of the big west coast airline hubs direct MIA ends up cheaper than the fares available from MEM. I live near a major legacy hub and itís rare I canít beat the fares to the same destination as the scheduled DH out of MEM (which is usually 2 legs). If you are also coming out of a non-hub thatís less likely but impossible to say for sure. Perhaps one month you get a DH to DSM and can get there from home with $ to spare. Next month you get a MIA DH and go over on the cost. You apply the extra from the prior month and itís a wash. Generally speaking, I think itís unlikely you will take a huge pay hit making the deadheads work. If you can hold them consistently, Iím sure youíd find the occasional cost overrun is still far cheaper than maintain a crash pad and car in MEM.
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Old 12-06-2017, 04:20 AM   #39  
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Good info, thanks!
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Old 12-06-2017, 07:29 AM   #40  
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Quote:
Originally Posted by MEMA300 View Post
Call out is 1+30 if there is an active airport standby. If there is no active airport standby the call out is 1 hour with short call parking meaning don't have to park in distant long term lot with a bus ride with stuff springs.

Wish we had short call long call.
I believe RB is no longer reducible. They have to give you 1+30 to get there...airport standby or not.
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