Duty time: Rest overnight
- Thread starter Cherokee_Cruiser
- Start date
Cherokee_Cruiser
Bronteroc
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As for relief lines, in the bid pack these lines showed up as lines at the very end of the bid pack, and had no set days off and no set value. You bid these lines last (usually) because you are bidding blind. A relief line is better than reserve, but you don't know what you're going to get. After the bids are final, your relief line is then constructed out of trips from people's vacations and various other trips that came open for whatever reason. You can send messages to crew planning before your relief line is finalized asking for specific days off, if they're in a good mood they might give them to you. It can be a pretty sweet deal, some guys have gotten good trips that way, but again, you're bidding blind not knowing what you'll get. But it is better than reserve!
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Amber, why do you say relief lines are better than reserve? From what I got, you said that relief lines have no set of days off and value, whereas reserve lines have set days off.
Now granted, you can beg for certain days off in the relief lines (with no guarantee that you'll get those days off). So aren't you better off just bidding for reserve lines that have the days off that you want?
As for relief lines, in the bid pack these lines showed up as lines at the very end of the bid pack, and had no set days off and no set value. You bid these lines last (usually) because you are bidding blind. A relief line is better than reserve, but you don't know what you're going to get. After the bids are final, your relief line is then constructed out of trips from people's vacations and various other trips that came open for whatever reason. You can send messages to crew planning before your relief line is finalized asking for specific days off, if they're in a good mood they might give them to you. It can be a pretty sweet deal, some guys have gotten good trips that way, but again, you're bidding blind not knowing what you'll get. But it is better than reserve!
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Amber, why do you say relief lines are better than reserve? From what I got, you said that relief lines have no set of days off and value, whereas reserve lines have set days off.
Now granted, you can beg for certain days off in the relief lines (with no guarantee that you'll get those days off). So aren't you better off just bidding for reserve lines that have the days off that you want?
Personally, I think that any line is better than reserve. Epecially for commuting. With a relief line you don't get jacked around every time you go to work. I hated the 'unknown' factor of never knowing what I'd be doing when I had to work. I also seriously detested what was known as "Ready Reserve" at Eagle or "Standby" at American. That was when we had to go sit reserve at the airport in uniform. At Eagle the shifts were 8 hours, at AA they were 6 hours. There's only so much stuff in the crew lounge to occupy your mind for 6-8 hours. For all those hours of sitting, you were only paid your daily reserve guarantee, which was 3.3 hours. So you had to sit at the airport for 8 hours, and if you didn't get a trip, you only got paid for 3.3. (Yet another example of 'unpaid duty time'!)
So, some people are afraid of the unknown factor of bidding relief lines, I was more hateful of the reserve life.
Just like anything else involving bidding, it's all a matter of personal preference!
So, some people are afraid of the unknown factor of bidding relief lines, I was more hateful of the reserve life.
Just like anything else involving bidding, it's all a matter of personal preference!
Cherokee_Cruiser
Bronteroc
Ahhh I see.
Ready reserve does sound icky. Normal reserve (sit home or at crashpad if commuting) with a 2 hour callout would be better.
Also worth mentioning is that if you're a normal line holder at Eagle (pilots), minimum monthly guar. is 72 hours. However if you're a reserve line holder, min. monthly guaran. is 75 hours.
Ready reserve does sound icky. Normal reserve (sit home or at crashpad if commuting) with a 2 hour callout would be better.
Also worth mentioning is that if you're a normal line holder at Eagle (pilots), minimum monthly guar. is 72 hours. However if you're a reserve line holder, min. monthly guaran. is 75 hours.
flyover
New Member
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Thinking about it a little more, there's at least one plane crash in the past decade that I can think of that seemed to be partially caused by fatigue and that was the American MD-80 that skidded off of the runway at Little Rock, AR. They were at the end of the last leg of a long day, and, from what I've read, seemed to have a "let's just get there" mentality.
I'm not blaming the crew; perhaps they would have been more patient if they had't been working for so long continuously.
Can anyone think of other accidents caused at least partially by fatigue?
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IMHO fatigue was a red herring in this accident. The NTSB was looking for a "fatigue" accident and jumped on this one.
The critical question was why any captain, especially a chief pilot, would have made that approach in those conditions. In my observation over the last several years AMR crews make a lot of approches and landings in thunderstorms. I believe there is a good chance this captain would have made that approach if it was his first leg. But the NTSB wasn't interested in that aspect of the accident.
(Knows he's stepping on some toes here, but studied this accident a lot).
Dave
Thinking about it a little more, there's at least one plane crash in the past decade that I can think of that seemed to be partially caused by fatigue and that was the American MD-80 that skidded off of the runway at Little Rock, AR. They were at the end of the last leg of a long day, and, from what I've read, seemed to have a "let's just get there" mentality.
I'm not blaming the crew; perhaps they would have been more patient if they had't been working for so long continuously.
Can anyone think of other accidents caused at least partially by fatigue?
[/ QUOTE ]
IMHO fatigue was a red herring in this accident. The NTSB was looking for a "fatigue" accident and jumped on this one.
The critical question was why any captain, especially a chief pilot, would have made that approach in those conditions. In my observation over the last several years AMR crews make a lot of approches and landings in thunderstorms. I believe there is a good chance this captain would have made that approach if it was his first leg. But the NTSB wasn't interested in that aspect of the accident.
(Knows he's stepping on some toes here, but studied this accident a lot).
Dave