Assuming DCA 777 displacements and 787 coming in.
I'm wondering how you all think this would play out. How many displacement do you think are likely with the 787 picking up LRH, PEK, and CDG? Would they most likely open a vacancy for IAD 787 and then do the displacements for the triple?
If this is planned for the 2017/18 winter schedule what kind of timeline are we looking at?

 

They will open DCA 787 first and staff about half of it. then IF needed they will displace DCA 777 pilots. Then IF needed will bid out the rest of the seats to staff the base.

 

Sparky already does CDG and one of the LHR trips. The PEK trip is daily and that would be new flying for 787. Same with GRU. The piece of the puzzle missing is any new 777 flying from IAD (if any...AMS, GVA, ZHR???)

 

PEK, you mean new trip for the 787? The 777 does that daily currently in IAD. AMS, GVA, ZHR, GRU are done by the 764 this summer. Like you said, the plastic princess already does 1 LHR and CDG from IAD. Looks like it will take PEK from the 777, and GRU from the 764.

 

Yes...new flying for Sparky, currently done by 777. (GRU is seasonal for 777).

 

IAD 787 should go junior based on the announced flying, I'm guessing. Sure it pays well, but those destinations, ugghhh.

 

One man's trash is another man's treasure....

 

PEK?, all the treasure is polluted knockoffs, but a 27 hour 4-day isn't bad. The European flying off the east coast will be 3 day trips worth 16-ish hours? And GIG will be 4 day worth about 20 hours?

3 Europe trips gets you to 50-ish hours + 1 GIG for 20 = 70 hours
2 PEK worth 27 + 1 Europe trip for 16 = 70 hours
3 PEK is the winner at 81 hours

Of course you can pickup additional flying to make your schedule look like a narrowbody schedule and receive about the same credit value, but why?

Closing and opening a BES is expensive and the company wouldn't do it unless there were anticipated long term savings. I think the argument here is that from IAD, a full month of flying for lines holders can be built at pretty darn close to guarantee for the majority of the pilots.

There's nothing wrong with that, I just think based on announced anticipated flying that based around days off and pay, the move at least for would-be senior FOs is to bid narrow body CAP. Given the same line credit range, days at work, and number of trips to the airport why not take the CAP pay?

That was my inference on the seat going junior.

 

I'm a local at the bottom of the WB totem pole. I'm okay with sitting at home with an occasional inconvenience of having to go to London for the day.

 

Plus, moving 787 flying to DC ought to remove all the recent uncertainty about the long term viability of Dulles. Well, at least until the next team takes the reigns.