Herkflyr

If you personally decide that this is a great opportunity for a GSWC--more power to you (and I will be the first to cheer if you get one). It is when you decide that other pilots should share your opinion and negatively pressure said pilots that we all get in hot water resulting in lawsuits, court injuctions, etc.

Whether or not you personally would or would not fly a GS at any time, you cannot even begin to tell other guys what they should or should not do, unless the union leadership has explicitly defined struck work and has called for a withholding of service IAW the Railway Labor Act. Anything else is illegal.

That

Roadkill

Spud
In practice the alv+15 gain allows the company to take full advantage of approx a 50% effective gain in POSSIBLE EMERGENCY USE of reserves in the 3 or 4 months it is needed, without ever approaching the good-sounding but mathematically useless "reserve usage hiring trigger".
AgaIn you must understand that reserves are by definition an excess quantity hired to provide schedule protection in Irop and predictable shortages. If under duress you can use reserves to a 50% higher level then WHEN PLANNING AND HIRING FOR WORST CASE RESERVE USE you can get away with much less. This has nothin to do wih how much you actually use the reserves. Actual reserve use is more driven by choices in number of lineholders and their alv-- there is a large range you can shift flying between lineholders and reserves. Actual reserve usage doesn't even approach an AVERAGE use to alv, probably not even 60% alv, when full planning value in worst-case reserve manning gains has been achieved.
Averages are huge things and can be very misleading when good low sounding avgs are used as triggers. Why? One reason is that critical ops requiring more manning don't happen across a huge number of pilots in all cats at all bases on every day of every month, but the "average" does. No, manning needs happen on one weekend in nov, say the 30th when flying is heavy and pilots aren't available and a storm hits ATL and the 320 cat gets hammered and ops goes to he11 due to not enough pilots in place or on reserve. On that one place in time manning needs were say 120% more... But across the system reserve needs may have been only 50% of what we had available! And that one irop weekend event may only increase the yearly average reserve use number in our contract ( that forces hiring if too high) by a quarter percent! BUT.... Planners dont know exactly when and where that LIMITING FACTOR irop need will occur and so they are forced to hire and maintain reserves mostly everywhere to avoid the business-destroying LIMITING FACTOR EXCEEDANCE.

It is prima facie evident that if you actually routinely use your worst-case reserve backup to anywhere near full use... Say on average 60 hrs a month like our silly foolish "protection" that would trigger hiring... Well you don't really have any real excess reserves left for bad times do you?
But what if youre a company manning planner and someone would come say to you "hey I know you're driven by being able to handle an Aug thunderstorm event or thanksgiving snowstorm. Would it help you if I let you increase your l use of pilots for planning purposes from 68 hrs to around 99 (alv+15)? That's a 46% use increase for those bad days you need it--just like instantly having 46% more reserves in place at storm ground zero hey? And the number of times you'll have to ACTUALLY use the wont even drive average use up but a few hours lol!!"

Actual reserve use is like insurance-- what happened to you last year has nothing to do with how much you have to spend for next year... But getting 46% more insurance for your buck sure does.

Bucking Bar

Am I the only one that finds this amusing?

SH_T

Can I buy a vowel and solve the puzzle?

I mean, if my elevator controls were frozen, that would probably be my first response. After all if the trim senses a load it could potentially inhibit the main electric trim and that would be a lot of cranking ... the stab trim override switch is a very dusty switch.

But there's quite a lot about that story that makes little sense. I mean the autopilot kicks off in the 737 pretty easily and several triggers, chief among them 207 pounds of control column force, should have done the trick.

Scoop

Finis72,

I am obviously worse at math than you because I don't understand your logic. You are making the 2% correction only in 2012 - the reduction in profit sharing occurs every year.

Scoop

Howgozit

Since we are talking about the 737 does anyone have PACK MAN'S dissertation on how to run A/C system. All I've been doing is matching the lines and keeping around 78F on duct temps. Is there a better way?

Scoop

ALV+15 is a concession, albeit a minor one. We really got taken to the cleaners on the 30 day summer months. This not only affects every Pilot, ALV+15 affects only reserves, but was also targeted our most limiting months manning wise.


Just my 2 cents - Scoop

finis72

It's every year, half of the 4% increase at signing covers the loss to profit sharing in every year of the contract. I was just showing how it would have affected my 2012 profit sharing had it been in play last year and of course the reduction started this year.

Bucking Bar

There's an open time trip ... you could grab it. If I recall it was:
10 O'Clock on the Ground
10 / 2 / 2 before pulling into position
Adjust as needed

Pac Man has excellent timing. Most folks are too impatient.

I've had some luck with just turning off the Temp Controllers in the winter until the thing settles down.

Howgozit

Thanks Bar, that's pretty much how i've been doing it.

80ktsClamp

I forgot what it was like to fly an airplane where the air conditioning wasn't just set and forget. Thanks for reminding me.

I flew a trip with pack man... I'm horrible with names, but for some reason his name rattled some bell deep in the dusty recesses of my less than optimally used mind. After a couple legs, I put two and two together and realized I had gotten a trip with the legendary pack man.

He was a nice enough guy... However, I can see how he drove guys crazy. He ate stinky food that his wife made for him to bring on the trip, and when I went to "pre cool the cabin" for the descent (almost forgot about having to do that now that I fly an airplane that actually supplies airflow to the cabin when the engines are at idle), he about lost it on my technique (the LCA's had already outlawed his dissertation being handed out). He had an awful time discerning between technique and procedure. After a lecture on me utilizing idle reverse on my previous landing (on a 12,000 foot long runway) vice what the FCTM recommends on going to the second detent, I asked him if the FCTM was procedure or technique. "well, that's a company manual, so it must be followed to the letter." (sigh) That 3-day felt like a 5 day...