Thanks for the explanation!

Unfortunately international reserves get pegged all the time for domestic trips. If they weren’t allowed to do that than maybe it would add jobs. And most international sequences barely have any international to them so they often get split up and go to domestic reserves. At least that’s how it works in the master base.

I know reserve in DFW is a different animal, but INTL in MIA, I've been used for one domestic trip since I got here. When I was DOM in NY, none of my INTL crash pad mates ever got used for DOM trips.

Speaking of difference is a bad thing? Again why so many don’t want to know how things are done else where which might be better or worse is amazing. Pilots who’ve experienced both are experienced in both and can speak on the issue because they’ve experienced both. Maybe listen instead of becoming defensive. Last check many want the best. Odd why you would not desire what pilots experience as the better option.

That mindset instead keeps us behind and not getting the best possible options. But look at the pay rates right?

I’m not sure what you are talking about. D/I is absolutely a good thing, and of all the archaic crAAp from LAA this is a gem as was previously explained.

If you want the “better option” then just bid international. You can cherry pick what you want. Just as you want your choices, there are many of us that never wanted to fly BOG all-nighters. I’ll take my SEA, SFO or SAN turns thank you much, or the old Cruitt turns (the 1-1DH to AUS or SAT from DFW). Actually, if it were my choice I’d do what I did on the 80 and sit SC reserve weekends off and do a AUS or SAT turn once a week and call it a career.

Regardless, that’s our choice. Again, if that’s not “how you think it should be because... reasons,” well, ok fine. But there’s a good many LAW and LUS CA I flew with that intentionally bid DFW/320/D because apparently they either loved flying with me, or they wanted D only turns as well. Guess they’re stuck in the past dumb AAss nAAtive cretins too now...




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I saw this too in DFW. Flat out crew planning/resources cut the 320/D FO waaaaaaay to deep for two bid cycles and combined with our inept (and that’s being kind) CS sr managers inability to manage the schedule, you had to have TDY coverage into the ‘master base’ and everything fell apart.

The frustrating thing was as a (D) bid status guy couldn’t p/u an 31xxx SBA or SAN turn because it had been a previously coded (I) sequence from a broken PHX/CLT sequence. Ask me how I know!


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...............

He was trying to be a wise guy. If you look at my views on D & I combining I was against it and still am. The number of pilots needed and more jobs was my reasoning period.

I was only speaking to how we make LA training drawn out when in reality I don’t feel it needs to be. Other airlines have it not as drawn out and the pre merger US training side had it minimized to a 4 hour ground class I believe that I felt was sufficient.

He took that and tied it to another thread and topic trying to make something out of nothing. Because how dare I say something pre merger US did was sufficient or possibly better.

Nothing to do with class drops so I’ll not hijack it. Just saying with the 20/20 push I’d not be shocked to see international training get reduced from an over kill 3 day to a lesser amount of days. Sort of matching what others do and what part of the pre merged airline did. I.e. company would see cost savings and also less days of pilots in school vs an airplane.

Yeah, well I like drawn out training!!!
[emoji854] No worries.

Anyway, back to 40 a class for eternity!


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