Sunny1

I’m junior in my seat and towards the bottom of the VTO lines, but ended up with what I wanted, so no real complaints about my line.

I did have one odd trip (AM out/back) in the middle of a big chunk of days off when the reasons report came out. I went back into the SLG and tweeked my preferences and the results were that the out and back went away.

My only real complaint is that there’s a bit of a learning curve to using the SLG system, and the guides and videos that are available don’t really give enough information on how to fully use it.

UnusualAttitude

Why PBS and the new SWW/SLG is inappropriate for Purple:

Schedules at Purple are not apples to apples when compared to our pax flying brothers and sisters. We all know this to be true.

Our new SLG completely abandons the “scientifically based fatigue risk mitigation” schedule construction that we hear about so often and instead only looks at seniority. Due to the fact that we begin a new pairing every time we transit our base this can create some very unfortunate trip sequences with absolutely no regard to safety and instead only in response to inputs and solutions resulting from seniority.

The SLG creates schedules that would never have passed muster with the SIG. This is largely due to the fact that the SLG only looks at two parameters when assigning a trip: 1. Is it legal, 2.
Does it meet bid constraints for this pilot, if the answer to number 2 is no, trip is assigned basically as required coverage to meet credit requirements with no regard to other assigned trips or proven fatigue mitigation line building techniques.

I know the old system was essentially human form PBS at least a trained human with knowledge of the operation looked at the solution and made an attempt to be somewhat cognizant of the requirements for some schedule consistency.

For this system to work consistently will require us to completely revamp the way trips are built (I.e. a week of hub turns is just one big trip, not a series of trips) or some type of further human review of awards will have to take place.

Just my opinion.

-UA

Adlerdriver

You know this? How?

The old system used a computer algorithm just like this new one. Each pilot's bid took a total of 1000 points and assigned those points in a weighted method according to his inputs. The more inputs, the less point per input and the more watered down each input became. Depending on the inputs, a combination of multiple lower priority inputs could overpower the number one input and produce an undesired schedule. That's why folks might sometimes get a trip over the number one choice days off input - it met 3 or 4 of their lower priorities and the points added up to more than what the number one input was worth.

In addition, under the old system when the secondary window closed, the bid was run immediately and a snap shot was taken. This effectively became the final we would see the following Wed night. The only thing that might change an individual pilot's results was BLAs he made to his schedules in the interim. For example, #1 secondary guy asks for pairing 2300 as his number one choice and gets it during the snap shot run. #2 secondary guy wants pairing 2300 too but obviously doesn't get it. He gets 2301 which is his second choice.
Now, over the weekend, #1 secondary guy picks up a make up trip that makes him illegal for pairing 2300. Because of the snap shot method, #2 secondary guy keeps pairing 2301 and the now freed up pairing 2300 goes to .... wait for it..... no one. It stays in open time until trip trading opens because the old system wasn't flexible enough to re-run the process and give that trip to someone else who asked for it.

I know this after spending a long time on multiple occasions on the phone and via email with Michelle V and the much maligned Michael S. So, anyone who thinks the old system had common sense, human oversight in the mix as the secondary lines were built is probably not aware of the above.

I'm not saying this new system is going to be the slightest bit better. But, it's simply not true to suggest that the old secondary system had any control over purity, consistency or fatigue mitigation beyond what the pilot himself attempted to get in his schedule by his own inputs.

UnusualAttitude

Perhaps I just went off of tribal rumor that they just “assigned you whatever they wanted” but I had much better luck with the old system. If I was on the 777 I would love the new system but it’s complicated (unless you’re #1) to string together a domestic trip set with the new system. It’s 100% PBS.

It’s also complicated by the fact that the 767 bid package for MEM has gone to complete garbage.

gatorhater

I guess it is all those great 757 trips that are gone.

UnusualAttitude

The 757 trips weren’t great but they increased the size of the bid package. A lot of the IND DDH trips are back in IND now that they are checked out on the LDS.

Adlerdriver

I ask all this only to gain knowledge.
How many months have you used the new system?
Is there something (inputs, etc) you were able to do under the old system to get the type of schedule you wanted that you can’t do under the new one?
i.e. How were you able to string together a domestic trip set in the past?
Any other specific lessons learned so far?

Ifihadaboat

First month with the new program, bidding around 50% Of secondary line holders. Worked mostly the same as past months and wound up with most of what I wanted.

Only odd thing: First preference was a block of days off (entire block, not “as many of these as possible” block) and didn’t get the block off but it states “awarded.”

Don’t know if there’s anyway to follow up on that. Figure I’ll make it work somehow.

gatorhater

I get your point, but ‘‘twas a bit of sarcasim since all I ever heard was 75 b****ing about the 76 having all the good trips.

Overnitefr8

Hey, don't blame it on the INDY guys. We haven't gained any flying, just different jets.