May 5th Class
05-06-2015, 08:14 PM
#34
Gets Weekends Off
Joined APC: Jan 2008
Posts: 246
The thing is (IMHO) that is going to be short lived. It looks like they are moving to combine (finally) the legacy 756 and 76T fleets. These new hires are going to see the actual continent of Europe on IOE, then they are going to see the 'islands' of UK and Ireland for a long time. Combine that with the 1Q plan to allocate the 76Ts to deeper Europe and the 756s seeing more domestic, they aren't going to see much.
Bottom line is if you are a new hire, there is still a lot of settling that is going to happen over the next year. Bid the 737 or 320 in the base you want/is available, then bid upwards once you get a feel of what happens over the next year.
05-06-2015, 08:31 PM
#35
Line Holder
Joined APC: Mar 2015
Posts: 36
The thing is (IMHO) that is going to be short lived. It looks like they are moving to combine (finally) the legacy 756 and 76T fleets. These new hires are going to see the actual continent of Europe on IOE, then they are going to see the 'islands' of UK and Ireland for a long time. Combine that with the 1Q plan to allocate the 76Ts to deeper Europe and the 756s seeing more domestic, they aren't going to see much.
Bottom line is if you are a new hire, there is still a lot of settling that is going to happen over the next year. Bid the 737 or 320 in the base you want/is available, then bid upwards once you get a feel of what happens over the next year.
Bottom line is if you are a new hire, there is still a lot of settling that is going to happen over the next year. Bid the 737 or 320 in the base you want/is available, then bid upwards once you get a feel of what happens over the next year.
05-06-2015, 08:44 PM
#36
Gets Weekends Off
Joined APC: Jan 2008
Posts: 246
In the first quarter conference call they made it quite clear that they want to reallocate the airplanes, which is a great they are doing it, but there will bidding patterns change because of it especially in DCA and EWR. They are going to move the LUAL 767-300s to more continental Europe destinations (higher paying/better destination trips), moving the LCAL 757-200s off those routes towards Ireland, the United Kingdom, domestic, and Latin America destinations. That, combined with the fact that they are actually getting serious about combining the 767-300 and 757-200 fleet means that the junior pilots are most likely going to see the domestic flying. This may also expose more junior reserves to the PS Flying out of JFK which is easy, but can be a pain to get to from the DC area.
You may get a UK trip here or there, but even those may be harder to hold with this reallocation as the more senior folks don't want to do domestic flying.
If you are awarded the 737 or 320 you have no seat lock if you want to bid the 756/76T. So, if you want to get into DCA, you may want to bid one of those airplanes in DCA, hang out a year, see how the flying settles, and then decide if you would rather be a reserve on the 757/76T in DCA or be a line holder on the 737 or 320.
Hope it explains it a little better!
Welcome! You will love it here!
05-06-2015, 09:13 PM
#37
Line Holder
Joined APC: Mar 2015
Posts: 36
Here is what is going on from what I am seeing. Others may have a different opinion.
In the first quarter conference call they made it quite clear that they want to reallocate the airplanes, which is a great they are doing it, but there will bidding patterns change because of it especially in DCA and EWR. They are going to move the LUAL 767-300s to more continental Europe destinations (higher paying/better destination trips), moving the LCAL 757-200s off those routes towards Ireland, the United Kingdom, domestic, and Latin America destinations. That, combined with the fact that they are actually getting serious about combining the 767-300 and 757-200 fleet means that the junior pilots are most likely going to see the domestic flying. This may also expose more junior reserves to the PS Flying out of JFK which is easy, but can be a pain to get to from the DC area.
You may get a UK trip here or there, but even those may be harder to hold with this reallocation as the more senior folks don't want to do domestic flying.
If you are awarded the 737 or 320 you have no seat lock if you want to bid the 756/76T. So, if you want to get into DCA, you may want to bid one of those airplanes in DCA, hang out a year, see how the flying settles, and then decide if you would rather be a reserve on the 757/76T in DCA or be a line holder on the 737 or 320.
Hope it explains it a little better!
Welcome! You will love it here!
In the first quarter conference call they made it quite clear that they want to reallocate the airplanes, which is a great they are doing it, but there will bidding patterns change because of it especially in DCA and EWR. They are going to move the LUAL 767-300s to more continental Europe destinations (higher paying/better destination trips), moving the LCAL 757-200s off those routes towards Ireland, the United Kingdom, domestic, and Latin America destinations. That, combined with the fact that they are actually getting serious about combining the 767-300 and 757-200 fleet means that the junior pilots are most likely going to see the domestic flying. This may also expose more junior reserves to the PS Flying out of JFK which is easy, but can be a pain to get to from the DC area.
You may get a UK trip here or there, but even those may be harder to hold with this reallocation as the more senior folks don't want to do domestic flying.
If you are awarded the 737 or 320 you have no seat lock if you want to bid the 756/76T. So, if you want to get into DCA, you may want to bid one of those airplanes in DCA, hang out a year, see how the flying settles, and then decide if you would rather be a reserve on the 757/76T in DCA or be a line holder on the 737 or 320.
Hope it explains it a little better!
Welcome! You will love it here!
A lot of what you are saying is close to what others I have talked to have said. So please give me another opinion: What is the difference between 737 domestic flying and 756 domestic flying? Age of the jets? Length of flights?
I'm going to be commuting from Virginia Beach, and I think the commute to DC would be better. But it is still a commute.
It makes sense that I would be junior in the 756, but sitting reserve doesn't seem that bad. Right? Why would it be so much better to hold a line in the 737 than to sit reserve in the 756? Sorry for the very basic questions, but I am a military guy. I have a lot to learn.
05-06-2015, 09:26 PM
#38
Gets Weekends Off
Joined APC: Jan 2008
Posts: 246
Great info!
A lot of what you are saying is close to what others I have talked to have said. So please give me another opinion: What is the difference between 737 domestic flying and 756 domestic flying? Age of the jets? Length of flights?
I'm going to be commuting from Virginia Beach, and I think the commute to DC would be better. But it is still a commute.
It makes sense that I would be junior in the 756, but sitting reserve doesn't seem that bad. Right? Why would it be so much better to hold a line in the 737 than to sit reserve in the 756? Sorry for the very basic questions, but I am a military guy. I have a lot to learn.
A lot of what you are saying is close to what others I have talked to have said. So please give me another opinion: What is the difference between 737 domestic flying and 756 domestic flying? Age of the jets? Length of flights?
I'm going to be commuting from Virginia Beach, and I think the commute to DC would be better. But it is still a commute.
It makes sense that I would be junior in the 756, but sitting reserve doesn't seem that bad. Right? Why would it be so much better to hold a line in the 737 than to sit reserve in the 756? Sorry for the very basic questions, but I am a military guy. I have a lot to learn.
You will be given an ALPA Mentor that you will be able to ask questions as you go through your first year. Don't hesitate to use them!
You are right, a commute to DC will most likely be better as you can drive it. The bottom line is when you compare being a line holder to being reserve, it is about control. As a reserve, ESPECIALLY as what is called a 'Global' Reserve as you would be on the 756/76T, you can practically have your 'days off' rolled if they are short staffed and need trips covered a lot more frequently and a lot more often. While rare, if/when it does happens, you loose control to scheduling more often on the 756/76T as a reserve pilot.
If you get to be a line holder (which you should be sooner on the 737/320) you have a lot more control in determining your month to month schedule. You also will usually get paid more as well.
I just sent you a PM. It may be easier to answer your other questions over the phone.
05-06-2015, 11:02 PM
#39
Line Holder
Joined APC: Jul 2008
Posts: 97
No problemo.
You will be given an ALPA Mentor that you will be able to ask questions as you go through your first year. Don't hesitate to use them!
You are right, a commute to DC will most likely be better as you can drive it. The bottom line is when you compare being a line holder to being reserve, it is about control. As a reserve, ESPECIALLY as what is called a 'Global' Reserve as you would be on the 756/76T, you can practically have your 'days off' rolled if they are short staffed and need trips covered a lot more frequently and a lot more often. While rare, if/when it does happens, you loose control to scheduling more often on the 756/76T as a reserve pilot.
If you get to be a line holder (which you should be sooner on the 737/320) you have a lot more control in determining your month to month schedule. You also will usually get paid more as well.
I just sent you a PM. It may be easier to answer your other questions over the phone.
You will be given an ALPA Mentor that you will be able to ask questions as you go through your first year. Don't hesitate to use them!
You are right, a commute to DC will most likely be better as you can drive it. The bottom line is when you compare being a line holder to being reserve, it is about control. As a reserve, ESPECIALLY as what is called a 'Global' Reserve as you would be on the 756/76T, you can practically have your 'days off' rolled if they are short staffed and need trips covered a lot more frequently and a lot more often. While rare, if/when it does happens, you loose control to scheduling more often on the 756/76T as a reserve pilot.
If you get to be a line holder (which you should be sooner on the 737/320) you have a lot more control in determining your month to month schedule. You also will usually get paid more as well.
I just sent you a PM. It may be easier to answer your other questions over the phone.
I'm soon to be in class and you've answered a TON of questions for me. I'll bet there's a bunch of others reading, not writing, who appreciate your info.
Bottom line... Get off reserve ASAP!
05-07-2015, 03:42 AM
#40
Abused Spouse of PBS
Joined APC: Jun 2006
Posts: 440
Domestic trips on the 76T at DCA go senior in the FO side. I've flown two domestics since October. One was a SAN 2-day when I was on reserve and the other was a SFO turn.
I live within 2 hours so reserve isn't bad. I pick up SC frequent when on reserve for the add pay. I've been cold called about 3 or 4 times on SC (no warning).
I'm about 7 above the G-line so I'm "stuck" with a lot of CDG and GRU trips. I plan on bidding reserve in Hune to get some more time at home. I usually schedule military duty on my first day off after a block of reserve so they can't roll me.
I live within 2 hours so reserve isn't bad. I pick up SC frequent when on reserve for the add pay. I've been cold called about 3 or 4 times on SC (no warning).
I'm about 7 above the G-line so I'm "stuck" with a lot of CDG and GRU trips. I plan on bidding reserve in Hune to get some more time at home. I usually schedule military duty on my first day off after a block of reserve so they can't roll me.
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