DAL Class drops
04-27-2017, 06:29 AM
#1021
Gets Weekends Off
Joined APC: Jul 2015
Position: MD-88 FO
Posts: 1,571
The easiest way to avoid trouble commuting to reserve is to yellow slip as much as possible. You'll normally know your schedule by ten am eastern time the day before any trip is assigned then you can plan your commute accordingly. Also you will likely fill up early and end up with a couple extra days off at the end of the month. If you live somewhere that has plenty of seats per day to your base, commuting to reserve is not the worst thing ever. Most of the guys that say it is never sat reserve at a regional, try to do a transcon commute or have never commuted to begin with. The only time you'll have to get a hotel in base is if you can't yellow slip something and get stuck with an early morning short call.
04-27-2017, 06:51 AM
#1023
Gets Weekends Off
Joined APC: Mar 2007
Position: Petting Zoo
Posts: 2,091
Yellow is a reserve vol to fly. Generally on res days but you can ys on x days (still goes against guar) if it works for you. Generally either to fill up or once full to make extra money.
Green slip is vol to fly for premium pay. If a line holder it pays double. If a res it pays single, but over guar, and you get payback days. In a busy category you can make double pay for the same amount of work. Rolling Thunder. Generally speaking only a masochist would do that as a commuter. But it pays well.
Green slip is vol to fly for premium pay. If a line holder it pays double. If a res it pays single, but over guar, and you get payback days. In a busy category you can make double pay for the same amount of work. Rolling Thunder. Generally speaking only a masochist would do that as a commuter. But it pays well.
04-27-2017, 09:31 AM
#1024
Gets Weekends Off
Joined APC: Apr 2007
Posts: 4,614
A useful metric I use as a commuter is pay per day away from home. If you hold commutable trips in one category vs uncommutable in another category, the advantage of a higher hourly rate gets minimized quickly. The uncommutable trips often have a higher daily average pay, so they will go to senior in base pilots.
Another variable worth consideration is the 320 and 73N are growing categories, so you could expect a more consistent flow of new hires into those two fleets. In the first year or two, you are impacted more by pilots hired into your category than retirements and movement off the top. Being in a category slated for growth will make a big difference in the first couple years.
Another variable worth consideration is the 320 and 73N are growing categories, so you could expect a more consistent flow of new hires into those two fleets. In the first year or two, you are impacted more by pilots hired into your category than retirements and movement off the top. Being in a category slated for growth will make a big difference in the first couple years.
04-28-2017, 03:55 AM
#1029
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,599
If you don't live in MSP it would not make sense to pick that as a base because it is senior and advancement would be slow. As far as sitting long call at home the test is easy. Can you reliably report for a trip within 12 hours. If the answer is yes you are good to go. The problem is what some refer to as the witching hour which tends to be 7 to 8 PM. A call at 8PM for a 8AM flight can be difficult to make.
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