Question for all you night guys...
08-31-2007, 05:56 AM
#25
...Whatever It Is!
Joined APC: Jul 2006
Posts: 4,680
08-31-2007, 09:31 AM
#26
Gets Weekends Off
Joined APC: Mar 2006
Position: A Big One
Posts: 283
There are several types of flying for the cargo companies.
In general, there are:
1. Night Hub Turns - 2000 show, one or two legs to the sort, 1.5-3.0 hour sit/nap - one or two legs to the outstation - duty off around 0700 or earlier. Usually built in 7 days on - 7 days off. Some people like working their seven on and others look for the longer weekend layovers. For example, some of our schedules have 60 hour layovers over the weekend. Get senior and you can bid close to home and spend the weekend with the family etc. Additionally, the three day weekend that you're flying, does count on the 7-days "on" and thus you're only working 4 out of the seven with a nice break over the weekend. Bid to a nice city and you can enjoy the sights and the sounds if you aren't senior enough to bid close to your home. Here is one argument for not living in a high profile city like Denver, Atlanta or Seattle etc.
2. Day Hub Turns - 0800 show, one or two legs to the sort, 1.5-3.0 hour sit/nap/exercise - one or two legs to the outstation - duty off around 1700 followed by beer/food and a good rest. Usually built in 7 on - 7 off schedules. These may have the same weekend rules as I mentioned above.
3. AM Out and Backs - 0300 show, start at the sort, two to three legs, back to the base around 0600 to 0900. If you're an early to bed, early to rise guy - you'll love these schedules. If you can hit the rack at 1900-2000 then you're going to get quite a bit of sleep prior to your show. For the trips that arrive back around 0900, there is generally a short nap available somewhere. All in all, if you live in domicile or don't mind crashpadding during the duty week - you're golden for this type of trip. Fog can be a problem but ATC issues are mute.
4. PM Out and Backs - 1400 show, start at the sort, two to four legs, back to the base around 0000ish. Same rules apply as above but it's daytime with all the daytime problems: Holds, Thunderstorms etc. If you like to hit the rack early, this may not work for you but it generally works great for those that wish to fly during the day and live in base or stay in a crashpad during their duty week.
5. Point to Point - schedule varies as much as the time zone.
However, you can fly 14 hours, sit 48, fly 8 hours, sit 24, fly 8 hours, sit 48 etc. International schedules. Dozing for dollars or as it is sometimes said, Flying happy hour to happy hour.
6. Reserve schedules:
0130-1330 - Good for early to bed early to rise
0730-1930 - Good for anyone
1330-0130 - Good for anyone
1930-0730 - For the true vampire or the masochistic. I haven't seen a single good thing about this type of shift. I haven't worked it either but maybe someone who has can chime in with their experience.
As you can see, with just a bit of seniority you can probably hold some kind of schedule that will work for you regardless of your sleep patterns. Even if you have to work on something other than your sleep pattern, you can get rest. It does take a bit of time to convert back to your "normal" schedule afterwards, there is something for everyone as seniority grows.
If you don't like flying nights - GET SENIOR and STAY SENIOR(ie. pass up on a bid or two). Bid 1330-0130 Reserve once you can hold it and ride it out like a champ until you can hold day turns or out and backs.
Still - the standard rule applies for night operations.
First night sucks...it has always sucked...it will continue to suck.
In general, there are:
1. Night Hub Turns - 2000 show, one or two legs to the sort, 1.5-3.0 hour sit/nap - one or two legs to the outstation - duty off around 0700 or earlier. Usually built in 7 days on - 7 days off. Some people like working their seven on and others look for the longer weekend layovers. For example, some of our schedules have 60 hour layovers over the weekend. Get senior and you can bid close to home and spend the weekend with the family etc. Additionally, the three day weekend that you're flying, does count on the 7-days "on" and thus you're only working 4 out of the seven with a nice break over the weekend. Bid to a nice city and you can enjoy the sights and the sounds if you aren't senior enough to bid close to your home. Here is one argument for not living in a high profile city like Denver, Atlanta or Seattle etc.
2. Day Hub Turns - 0800 show, one or two legs to the sort, 1.5-3.0 hour sit/nap/exercise - one or two legs to the outstation - duty off around 1700 followed by beer/food and a good rest. Usually built in 7 on - 7 off schedules. These may have the same weekend rules as I mentioned above.
3. AM Out and Backs - 0300 show, start at the sort, two to three legs, back to the base around 0600 to 0900. If you're an early to bed, early to rise guy - you'll love these schedules. If you can hit the rack at 1900-2000 then you're going to get quite a bit of sleep prior to your show. For the trips that arrive back around 0900, there is generally a short nap available somewhere. All in all, if you live in domicile or don't mind crashpadding during the duty week - you're golden for this type of trip. Fog can be a problem but ATC issues are mute.
4. PM Out and Backs - 1400 show, start at the sort, two to four legs, back to the base around 0000ish. Same rules apply as above but it's daytime with all the daytime problems: Holds, Thunderstorms etc. If you like to hit the rack early, this may not work for you but it generally works great for those that wish to fly during the day and live in base or stay in a crashpad during their duty week.
5. Point to Point - schedule varies as much as the time zone.
However, you can fly 14 hours, sit 48, fly 8 hours, sit 24, fly 8 hours, sit 48 etc. International schedules. Dozing for dollars or as it is sometimes said, Flying happy hour to happy hour.6. Reserve schedules:
0130-1330 - Good for early to bed early to rise
0730-1930 - Good for anyone
1330-0130 - Good for anyone
1930-0730 - For the true vampire or the masochistic. I haven't seen a single good thing about this type of shift. I haven't worked it either but maybe someone who has can chime in with their experience.
As you can see, with just a bit of seniority you can probably hold some kind of schedule that will work for you regardless of your sleep patterns. Even if you have to work on something other than your sleep pattern, you can get rest. It does take a bit of time to convert back to your "normal" schedule afterwards, there is something for everyone as seniority grows.
If you don't like flying nights - GET SENIOR and STAY SENIOR(ie. pass up on a bid or two). Bid 1330-0130 Reserve once you can hold it and ride it out like a champ until you can hold day turns or out and backs.
Still - the standard rule applies for night operations.
First night sucks...it has always sucked...it will continue to suck.
Last edited by bustinmins; 08-31-2007 at 09:45 AM.
08-31-2007, 10:05 PM
#29
Line Holder
Joined APC: Aug 2007
Position: 182
Posts: 29
Ha ha!
Got rooked into that one.It must have started off as "It was a dark and stormy night"
But still flying at night is flying,
which beats the heck out of the dump truck I'm driving. However it is a Kenworth, air ride, a/c, cruise, tilt, nice stereo, tinted glass, tuck and roll interior. 6:00 am start time, home by 5pm, pop a top at 5:01
. See ya, Bub
08-31-2007, 10:15 PM
#30
...Whatever It Is!
Joined APC: Jul 2006
Posts: 4,680
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