tcco94

Yeah that’s fair. ER in NYC has to be the best bid package as far as Europe variety. Will probably stay that way for next few years until 330 supply is grown.

also, where is this news of the AE being delayed??

PilotBases

ER in NYC probably has the best trips in the company. I’m hoping for a whopper 339 order to begin replacing those, then we can have bae trips and bae rates to fly them.

Jughead135

Did you offer to read the FOM to him...?


EDIT: Gone Flying beat me to it...

FangsF15

It's funny because it's true... But see below...

Ooooh, that's picking at an old wound for some.

With a kid recently hired at a ULCC, I can kind of understand the perspective of his age group (irrespective of "generation'), to an extent anyway. They see a good number of recent hires getting unimaginable upgrades (NH's to WB B, or probationary captains), and naturally wonder if they will have the same opportunity. I probably would have too when I was that age. However, it does come across as entitled to those who've been around a little longer. So I get the frustration of the 'older' folks with it too.

//break, break//

Back on topic, I suspect AE behavior is going to normalize 'soon' from the wild swings of the Covid era. Maybe not on this next bid, which will have some interesting awards given the 6-month layoff, seat lock expirations, etc. I think folks will generally gravitate to WB B more than NB A in the short run, meaning we will see more junior captain awards and more senior WB B awards. Generally. In the longer run, the driver of the WB A "wall" falling below the ~2500-3000 seniority number it takes to hold it now (excluding NYC 765), will be the replacement of the 7ER with top 'banded' paying aircraft, which is a few years off. Even with existing 350/330 deliveries. 330 will be the new senior category in the company, closely followed by the 765 (due to the aforementioned easy jump from the 7ER, driving it more senior to bid in than it is now). When the ER eventually closes, it might take an 'area code' to bid into the 765 A. Just my 2 cents, and I've been wrong before.

hockeypilot44

Traditionally, the junior captain outside of New York was about 60 percent at the company so about 9000 seniority number. Of course, traditionally a green slip was a rare occurance. Until we go back to a few hundred GS’s company wide per year, I don’t see that happening.

Gone Flying

I wonder what the NPS metrics say about leaving paying customers at the gate to show an on time departure.

they care so much about D0 yet still ask us not to release the brake until a push clearance is received. Closing out the flight at d-10 and pushing before D-0 is a lot to ask constantly from the operation. Either close the jet bridge door 15 prior or go back to us being able to release the brake at MCD close.

****ing off our customers in the name of metrics does not seem like a winning strategy

FangsF15

I get what you're saying, I do. And I think you are right about that 60% figure. But what I think what you really meant on timing is back to before the Covid-era-GSpalooza, and/or summer-2019-GSpalooza.

Because we've never been a few hundred company wide per year - not even per month. Post merger, the average annual total has been around 65,000/year until Covid recovery hit. The lowest post-merger GS annual total was in 2012, which was around 13000 for the year. Which, to your point, is a light month nowadays (granted we've grown massively since then too).

Meme In Command

I think we won't see NB A go senior until the GS gravy train starts drying up and/or we start seeing more RES not getting used

GeneralLee

The biggest change that almost occurred on failed TA1 was the OE trip drop deal going away. That alone keeps many I talk to from taking the upgrade. The senior FO gig is arguably the best seat in the company.

Meme In Command

Yeah Ive had 2 very senior ER FO jumpseaters and life seems to be very good. Maybe one day