Originally Posted by BlueScholar (Post 3627005)

When you're on probation they certainly can fire you for not being a good fit, and not reliably making it to work meets that definition, even if you are abiding by the 2 flight rule. I do not plan on using the "2 flight rule" at all while I'm on probation, and I recommend all new hires do the same. Now if you're off probation and a full member of the union? Completely different.

edit: I'll add in that in my CPO welcome, they talked about 3 strikes for probation members before you're in serious danger of being fired. Dropping dead due to medical/passport/CBT's expiring and not being in position for a trip were the 2 most common strikes, and I didn't ask about how the commuting policy factored in there. But I take that as a warning to not need the commuter policy more than 2-3 times if you want to stay off the radar.

Originally Posted by Hedley (Post 3627254)

The really senior can buddy bid with LCA’s and make a killing. A friend on the 787 does just that. He credits on average 120-130 hours per month while working fewer days than I do. I can’t gross the same without crediting 105+. Unless you can bid really heavy soft time trips and work every day, you’ll hit FAR limits before you get close to 100+ hrs a month since premium pay has dried up. My guess is the fatigue on the 777 will be less than the garbage trips you get as a junior captain. If I was in your shoes I’d have my bid in just waiting for it to hit.

Originally Posted by JurgenKlopp (Post 3627289)

To be clear we are talking about decades of seniority to even sniff this scheme. Most doing it can easily hold a line as WB Skipper.

Originally Posted by snackysmores (Post 3627012)

As a new hire NB FO you can expect:

Cant drop trips, can’t trade trips (except directly with another pilot), 87-90 hour line with 13 days off.

And that’s after you get off reserve, during which you will be converted to shortcall/FSB ad nauseum. You will drive 4 hours to SFO for a field standby, and upon arrival immediately get released into rest for an early AM short call the next morning.

Originally Posted by Hedley (Post 3627320)

It definitely doesn’t happen overnight. Many of those who can hold a junior line as a WB captain would take a pay cut, fly the worst trips, and give up control of their schedules to upgrade. It’s not really worth it. Until that day, life as a WB first officer is a great gig if you can handle the fatigue issue. The difference between flying 12 days a month as a WBFO and 15 a month as a NBCA is only around $40K. I’m staying on the NB only due to the fact that I can’t handle the fatigue. I feel much better and maintain a healthy lifestyle keeping regular hours and sleeping in a bed every night, but the extra days on the road, increased workload, and hassle of NB flying definitely isn’t worth the few extra dollars. I’m glad that we have options here that allow people to find out what works for them.

Originally Posted by rainyday (Post 3627327)

In SFO I didn’t fly 2.5 months of reserve. Never converted more then 3 times to SC/FSB a month. Once holding a line I average 15-16 days off. My line built 73-76.

Originally Posted by hummingbear (Post 3627262)

What’s the ability to fly compressed schedules on WB fleets? Assuming long layover trips, what’s the shortest time off between trips PBS will allow?

Originally Posted by aznpilot87 (Post 3627792)

Anyone here lives in MCO and commuting to EWR, IAH, or the west coast hubs? How doable is it commuting out of MCO to these?
I come from a homebased type of airline so I've been spoiled a bit.

How easy is it to find crashpad or do some of you even rent an apartment in your base?

Originally Posted by Brickfire (Post 3627825)

MCO is kinda notorious for awful commutes everywhere ... but if one stick in your eye isn't enough you can commute to the west coast and gouge both out. Expect to spend $$ making it work.


You may find that a hotel room here or there is adequate. Lotta guys on reserve pick up trips so they don'tneed to sit in base a lot.