RhinoBallAuto

Yes, the 80 guys will have to train... probably in Sep/Oct. That has nothing to do with the forecast numbers for Oct. With less metal and less seats, DFW is contracting in the short term, at least WRT NB positions. As more NXs and MAXs are delivered, that will certainly change -- DFW is the leading hub profit wise, and the gate forecast indicates more flying will come this way.

The biggest takeaway from my post is that the 80 sundown will cause some disruptions to the recent conventional wisdom regarding times to get into / upgrade at DFW. You can expect it to occur again when the 75/76 sundown occurs as well. Sure, there will be more NXs and 78s, but the bottom line is: different fleet mix will mean folks' bidding patterns will definitely be changing.

This isn't even remotely taking into consideration how C2020 may impact the bidding.

Bob Loblaw

The vast majority of the guys I’ve asked on the 80 are planning on staying in DFW. Most will be going to other G2 aircraft, with some moving up to the bigger jets, either CA to CA, or I know of a couple going G2 CA to G4 FO for QOL.

Cheddar

FWIW - heard from two different CKA’s that the 767 will die in PHL and the 757 in DFW. 757 isn’t going anywhere for 5 years, but I think the 787/777 growth in DFW will be for new routes and 767 replacements. Also it will be interesting to see if the DFW/777 starts doing the LHR flying from Vegas/PHX (I forget which one it is).

Anyway, most 757/DFW flying now are hub turns that can easily (and more cheaply) be done by 321’s. The only true 757(I) flying is LIM and then KEF this summer. ANC is going to the 788 (or so the rumor goes). Maybe the 75/76 get CUN back due to 787 utilization this summer but who knows.


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Brokeasspot

I know from others that MIA 73 does lots of trips south, what about the 319? I use to do that type of flying in a job years ago and loved and miss it.

Arado 234

319s still go down south. It seems that some cities like PTY switch equipment back and forth from the 73 to the 320.

nimslow

Most of the guys I know that are still on the 80 also say they want to stay in DFW, but they want to stay G2 CA's more. I know a couple that really want CLT, but they cant hold it yet.

The next bid will be interesting for those in DFW, and those wanting to come here.

I finally just got back to DFW, I'm not the plug, but I'm close enough to have all my displacement preferences updated. For me, after two years of commuting to reserve as a G2 captain, I'm done with that bs. If I cant hold on to a G2 CA spot in DFW, I'm going G4 FO.

AAfng

No question, just some observations from a mental midget:
This is the list of Jr Cpt's starting June 2019:
PHL 320-12143, DCA 737 – 12001, LGA 320-11533, LGA 737 - 11448

Whats interesting, to me at least, is that it appears the 320 is going junior on the CPT side but when I input my seniority into those bases/airframes I came out like this on the FO side:

DCA 320 FO: 86%
PHL 320 FO: 75%
LGA 320 FO: 58%
DCA 737 FO: 50%
LGA 737 FO: 46%

Not sure if those low 320 CPT slots will continue based on the FO numbers. I am thinking of switching over to the 320 and have been looking at the numbers trying to predict the future of CPT upgrades.
The 320 in LGA has about 40% less redeyes than the 737 and flights originate from LGA (55%), JFK (30%), EWR (15%) vs
737 LGA, JFK (42%), LGA (30%), EWR (28%).

For me, getting between LGA-JFK is no problem but I hate the EWR piece so I avoid it.

I am thinking the 8% loss in seniority is worth having less redeyes and EWR trips to avoid. Just going to sit tight waiting on the next vacancy bid to see if the trends continue. I am also looking at DCA 737 but 28% of their trips are out of BWI, which like EWR, seems like a pain in the butt. DCA - IAD, OK no problem but throw BWI into the mix, and I am not sure I want to mess with a base change. They are supposed to grow DCA though so time will tell.

The perfect solution is for ORD to suddenly go super junior but I dont see that anytime soon. I would be at 97% or something stupid. Also looking at LGA 737 International. No redeyes, no EWR, but with such a small bid pack I cant imagine there being much flexibility as a lineholder. I heard the reserves are the company wide *itches and it sucks but I cant verify that.

Slowmover

I prefer DCA trips but when I have to fly out of BWI or IAD I pick BWI because there’s a train. IAD requires an Uber or a bus from the end of the silver line. In reality it is a wash. Both take 2 hours from DCA and cost $10-$15, unless you want to pay 5+ times that and Uber. Also, it seems like there are folks that want all three, so even as a junior line holder I can avoid IAD if I want to.

I started in NY and I’ll gladly take a trip from DCA to BWI or IAD over a trip from Queens to EWR. Plus DCA is an easier commute for me. But hey, you’re senior to me so I prefer you stay where you are!

Good luck.

David Puddy

What’s the seat lock for newhires? Also, what are the pros/cons of getting assigned the A320/1 at LAX in terms of schedules, route variety, etc?

PRS Guitars

New hire seat lock is 6 months plus can be withheld for another year.

Pro’s

Pretty quick to get a line, the CA’s are good to fly with (most bases are like that, but pretty laid back), pretty big bid status, so lots of options, commutable trips, gain time commuting in from MT or CT. Yes lots of variety in the trips.

Con’s

A lot of trips start with red eyes (can be a pro depending on your point of view). Most trips that start with a red eye, end late. Very expensive place to live if you choose to move there. Expensive hotels for commuters. You pay $1159 a year in CA disability which the company will offset if you go on LTD.

On balance I’m very happy to be based there. For me, best combo of easy commute and great seniority compared to every other base.