tnkrdrvr

This is incorrect. You are contractually guaranteed at least 14 scheduled days off. There is an exception for reserve being scheduled up to two days into your off days. Turn lines are pure turns, but not pure city pairs (i.e. you will got to a variety of destinations). Usually they are 12 days on spread over 3-4 weeks. Sometimes they will throw a 13th turn in there and the line will credit 78 hours instead of 75. Turn lines usually have weekends off and you fly 2-4 times per week. They vary dramatically in the seniority it requires to hold them depending on how good reserve is and other flying attractive to folks living in domicile. The attraction to me of turn lines (specifically afternoon turn lines) is that I don’t leave home until around 2 pm at the earliest and am home every night usually before one am.

navigatro

EWD turn lines can have max 12 turns (10 if they begin before midnite)

All other lines:"In constructing bid

lines, no crewmember will be scheduled to work more

than thirty-two (32) calendar days (i.e. 0300-0259

local domicile time) in a fifty-six (56) day bid period."

(so 16 on/12 off) -many of the base trip lines work 16 days.

Riverside

Pretty sure I'm right.

flyguy23

Been flying turn lines for over 5 years and have never once seen a morning turn line with more than 12 days of duty. Many afternoon turn lines have 13. I occasionally see morning turns with only 11 days of duty in a pay period.

The 16 days of duty you say is non contractual.

BoilerUP

Contractual minimum days off is answered by turning your hymnals to page 237 and reviewing 13.B.1.c.(1). This is also confirmed at the bottom of page 301 and 13.D.11.

Line construction credit cap is 86hr per pay period domestically per 13.B.1.d on page 238. With turns having a minimum 6hr credit, that means a non-EDW turn line will contain no more than 14 turn trips per pay period. For EDW turn lines,13.B.2.f.(1) on page 243 limits them to 12 turn trips per pay period.

merica1776

And I’m assuming if I’m a heavy USAF pilot I’ll be stuck on a 747 and therefore won’t be getting turn lines for at least two years? Any way to sneak into a light class?

tnkrdrvr

Not all USAF heavy guys have wound up on the whale. Some get a light class and some get really lucky and get the MD. But yeah, odds of getting a 74 are good. Upgrade on it is senior to the light twins, so some folks think it’s a good deal.

merica1776

74 definitely seems like a better deal for the commuters. Does a local sdf guy really see much in-domicile benefit?

tnkrdrvr

Every fleet is better living in domicile. You are shaving a significant amount of time away from home off every trip when you live in domicile. The SDF 74 has some domestic turns (DFW, SJU, etc) in its bidpack that would be unattractive to a commuter, but are a good deal if you are local. The only reason commuting makes sense long term is if you live somewhere your family (or you) has to be and you can’t find a better option there.

Quattrobourbon

Useful thread. Thanks all for contributing. I have Delta and UPS CJOs and another month to figure it out. It does seem like a lot of pax guys leave for UPS/FX but not the other way around. Anyone have thoughts on what would be better for a new hire with 25 years of max work to go? ( i dont plan on working to 65 unless i can do it from Europe and commute back and forth)

A couple thoughts on my situation.

1) currently live in Indianapolis, could drive to SDF (but not close enough for reserve at home) - seems like a plus for UPS

2) Have lived half my life in the NYC suburbs and would welcome a move back there (yes im crazy) - seems like a plus for Delta

3) My biggest worry on the Cargo side is the night flying with having young kids at home. - seems like a plus for Delta

4) money isnt my motivating factor. I want to have fun flying big jets as i transition from the corporate world and work as little as possible. - seems like a toss up, but less hours blocked at UPS.


Thanks for going gentle on this newb.