Frontier guys

MikeD said:
Airbus products operate fine systems-wise, haven’t had a problem with them, even the Airbus-developed avionics systems. Be a good systems manager as well as a good pilot, and the bird does just fine.
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@MikeD you go both ways now? Cause I thought you were all-in the the 737. You must really love your helicopter.
 
Cherokee_Cruiser said:
Line bidding advantage is vacation conflict. It used to be any trip that dropped you got paid for and never had to add back a trip. After the Kasher arbitration of 2005 (? I think), we lost that. So now if you have 5 vacation days that pays 17.5 hrs and you drop a 24 hr 4-day trip, you are net down by 6.5 hrs. Now you got to look at your overall line value. It must stay above 75 hrs. So if your original line was 82 hrs, minus 6.5 you're still okay because you get 75.5 hrs. But if your original line was 75 hrs, now you're minus 6.5 hrs for a new total of 68.5 hrs. You must now add back at least 6.5 hrs in step trading to get your line back above 75 hrs. In a nutshell, in a vacation month, you have to stay above 75 hrs.
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This is not ok. I was up front on an Alaska painted VX A320 a couple years ago with the crew trying to explain this to me, and how having a vacation could actually require you to work more. That might be the worst system I've ever heard of.

Cherokee_Cruiser said:
PBS has everything to do with work rules, the software itself, and implementation. I wouldn't blindly want some random crappy PBS program. VX's Flica PBS *AND* our work rules made it such that it was a fantastic program. Not to mention, our entire route network was basically transcons so every day was guaranteed to be 5.5 hrs to 6+ hrs.
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agreed, without work rules, you have nothing. Ask any AA pilot.
The regional I was at switched from line bidding to Kronos PBS and it was an absolute craphole of a program. It used a global system and was bid on via a point system (eg, desire Dec 25th off at 1000 pts and desire 4 day trips at 500 pts). The math was terrible. I hope to never use that kind of program again.
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Lol, this reminds me of eagle. During bankruptcy, we voted in a concessionary contract which included moving to PBS, among other things. Being eagle, they went with the cheapest vendor, which turned out to be some software which was based on a electronic logbook developed for a trucking company. The implementation was such a dumpster fire that they ended up unilaterally walking away from it and left hard line bidding in place. LOL.
 
Cherokee_Cruiser said:
Line bidding advantage is vacation conflict. It used to be any trip that dropped you got paid for and never had to add back a trip. After the Kasher arbitration of 2005 (? I think), we lost that. So now if you have 5 vacation days that pays 17.5 hrs and you drop a 24 hr 4-day trip, you are net down by 6.5 hrs. Now you got to look at your overall line value. It must stay above 75 hrs. So if your original line was 82 hrs, minus 6.5 you're still okay because you get 75.5 hrs. But if your original line was 75 hrs, now you're minus 6.5 hrs for a new total of 68.5 hrs. You must now add back at least 6.5 hrs in step trading to get your line back above 75 hrs. In a nutshell, in a vacation month, you have to stay above 75 hrs.
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Ewww
 
roundout said:
This is not ok. I was up front on an Alaska painted VX A320 a couple years ago with the crew trying to explain this to me, and how having a vacation could actually require you to work more. That might be the worst system I've ever heard of.
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That depends on how much vacation you have. We can do single day vacation splits. So for example, one could have a single day on April 15. That would pay 3.5 hrs and drop any trip it touches. In a case like this, you’ll most likely have to add back time. But if you have 7 vac days in a row that pays 24.5 hrs and most likely, you’ll be okay.

Most airlines that had line bidding, you couldn’t do a single day vacation. I believe at a place like SWA, you have to use 7 days vacation in a row.
 
roundout said:
agreed, without work rules, you have nothing. Ask any AA pilot.
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Yep. Oh, and those poor bastards use AOS, too, if memory serves. shudder

There's three legs to a decent life under a PBS regime:
- high quality pairings
- high quality work rules
- high quality software
 
Autothrust Blue said:
Yep. Oh, and those poor bastards use AOS, too, if memory serves. shudder

There's three legs to a decent life under a PBS regime:
- high quality pairings
- high quality work rules
- high quality software
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Stop.

NavTech is a giant bag of crap.

I'd happily go back to using AOS after having to deal with the • sandwich that those hacks over at Airbus serve up.
 
I honestly sometimes almost kind of miss AOS, mostly just because I knew how to use it and I still can’t make heads or tails of NavBlue (but at my seniority it also largely doesn’t matter.) Then again when I was used to AOS I was relatively senior in a relatively small base, so just bidding my pairing number usually worked.
 
JordanD said:
I honestly sometimes almost kind of miss AOS, mostly just because I knew how to use it and I still can’t make heads or tails of NavBlue (but at my seniority it also largely doesn’t matter.) Then again when I was used to AOS I was relatively senior in a relatively small base, so just bidding my pairing number usually worked.
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I miss AOS PBS. It was much easier to visualize what you were bidding for with the percentage graphs, the grid box to easily select options between layers, and the view pairing set page. I understand NavBlue, but it’s not near as easy to visualize your bid. As far as what software gives you better results I think that’s more dependent on the airline’s contract or lackthereof.
 
Frontier guys, just curious how the TTN operation is?

When I lived in NJ, I remember it was a FA base (opened with 50), but it couldn't be a pilot base because of a contractual provision that a pilot base had to have multiple (3?) airlines that serve that airport. Is it still a FA base?
 
Cherokee_Cruiser said:
Frontier guys, just curious how the TTN operation is?

When I lived in NJ, I remember it was a FA base (opened with 50), but it couldn't be a pilot base because of a contractual provision that a pilot base had to have multiple (3?) airlines that serve that airport. Is it still a FA base?
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It’s a co-base with PHL.
 
ASpilot2be said:
You have to cover both airports from what I have heard, no limos that I know of.
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That wasn't the case when I was on reserve in Philly. Everything had to originate in Philly. I flew a few trips that originated in Philly and ended up in TTN and got a limo back every time. Both reserve assignments (I only did one month of reserve in, 2019 October and IT SUCKED considering I had held turns a few months earlier) and premium trips (remember when that was a thing? I do :() Did it change in one of the COVID LOAs?
 
roundout said:
That wasn't the case when I was on reserve in Philly. Everything had to originate in Philly. I flew a few trips that originated in Philly and ended up in TTN and got a limo back every time. Both reserve assignments (I only did one month of reserve in, 2019 October and IT SUCKED considering I had held turns a few months earlier) and premium trips (remember when that was a thing? I do :() Did it change in one of the COVID LOAs?
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No. Pretty sure he was asking the FA base. I think?
 
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