just pm me when you get your schedule

The domestic schedule went to sh1t when Gumm optimized it. It was a distinct change on the 320 from one month to the next once it happened. There are a few OK trips but if you just looked in open time for April you would see the garbage that was left over. 0500 report, 24 hours in MEX and 2300 return. I can imagine the fleets with longer legs doing crappy transcons. I started seeing more of those on the 765 fleet and held off for the 330. I actually haven’t been this excited about work in a long time. Can’t wait to leave the domestic grind behind for a while.

Vacation bid question:

I switched aircraft this last bid and enjoyed a pretty good seniority bump. I also bid to convert after junior. The question is, if I don’t convert to my new aircraft until 2022, do I bid vacation come January on my current airframe or the airframe I should convert to in 2022?

yep, I certainly don’t envy the LCA who has to fly with me and hundreds like me who have not flown a jet in a year-18 months.

yeah, 2020 and NBCNEW pay for 9-10 months was not fun but it beats the hell out of the alternative. I appreciate the fact ALPA came up with a safety net for us and membership ratified it. (Even though CARES2,3 prevented it from being necessary, we did not know that at the time) some have had it better than me, many have had it worse, I appreciate that it was as good as it was and hopefully we can bring the new hire pay up in the future

I tend to agree, however I think (hope) the movement is just getting started, I think we will see lots of opportunities as we (hopefully) try to get back to our pre pandemic size.

You will bid for 2022-2023 vacation based on the category you hold on 31Jan22. See 7.C 3.

Based on your post you’re going to love it. And rightly so.

Next, you may realize that these forums are a good source of entertainment and a terrible resource for making life decisions. Enjoy the ride and welcome to the family; sorry for the bumpy start but it’s going to be great!

so TOE used to just be to the European mainland/islands?

The whole purpose of TOE was to gain exposure to the NATs. The best scenario was to get a flight that transited both Gander and Shanwick OCAs because it was the most 'difficult' handoff due to the HF component. OF course if you did it from ATL, you were in the rack well before track entry. That wasn't the only reason. You clowns (joking) don't know how easy it is now. Back when dinosaurs roamed the earth we had to do post position plots and make an HF position report every 10 degrees of longitude. At least we didn't carry navigators and do cel shots. Of course Big Brother wasn't watching your MCP so you could get away with a little ziggy around a thunderstorm. Now you BETTER tell them or get violated. Of course Lindbergh didn't have to talk to anybody. Actually the history of Trans Oceanic flight is pretty fascinating.

It is getting 'easier' in the tracks due to communication and GPS. I will bet within the next 5 to 10 years it won't be any different than a domestic flight.

Except weather, as rare as it is, is still a lone wolf emergency procedure.

I remember poking my head up front after landing in a NW DC-10 at Gatwick probably 20 years ago, skipper gave me the charts for perusal. Definitely a different world.