So, how bad is your carrier melting down...

Objectively the company who bumps their stranded pax for dh pilots shows their priority in the given situation. Capacity issues and many airline centric issues are not yours to override.
 
Nick said:
Look, maybe you aren't getting what I'm saying.

Their mindset is not that they don't give a crap about anything.

Rather, it is basically about statistics and diminishing returns.

If someone gives themselves two flights to get to work that meet the criteria for the commuter clause, they still might have to use that clause and miss the first half a day of work or whatever.

There are guys are girls commuting from some outstation to some hub that have nothing but CRJ-200s all day long. These pilots could give themselves five flights to get to work and they still might end up no-showing because the day's flights become essentially unusable, due to weight restrictions, passengers being dumped onto those flights from other flights last minute, the list goes on.

So if two flights gets them off the hook as long as they don't perpetually do this week after week all year long, then why on earth would they give themselves four or five flights when they still could very well get a no-show? Then all they'd end up with is a no-show and a full day off blown putzing around with stupid weight restricted CRJs.

I'm just thankful I've been able to drive to work the last few years and not worry about it. But there's your explanation to what I'm talking about.
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Because you aren't an AMAZING non-union pilot like CC. He would sell your left nut if it meant he would benefit from it.
 
It has been an incredibly rough week. I wish my airline could have planned better for this. The first few days of explaining to customers that weather would delay or cancel a flight did not seem so bad. BUT the last few days of spending 9 hours saying (BEFORE CX-ing) "We have no further update, we are locating a (insert crew position here) for this flight and will update in 30 mins" is becoming incredibly frustrating and embarrassing.

On the emotional aspect of things its starting to take a toll. I've seen some families and people 3 days in a row at the airport, one girl who was relatively young had been wearing the same clothes. Lots of crying, and unfortunately a few times where I had to get LEO involved.

Its been a rough week and I am not impressed with how my employer performed.
 
scoobs said:
Should have gone to Lemoore. Why did you choose VA Beach instead?
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I actually did ask for Lemoore.......the Navy had other plans though :) Needs of the Navy and all that. In hindsight, I'm glad I went, as the QOL is much higher and I went to a great squadron, but that being said, it is still really far from home.
 
H46Bubba said:
Ahhh! I thought you were at Lemoore?
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Yeah, that would definitely have simplified the problem....then again, I probably would have driven in the first place.....made that drive several times when I was at Miramar (Lemoore being more or less along the route), and it was always a fun road trip, at least once you got past the grapevine traffic, which wouldn't be an issue coming from Lemoore
 
///AMG said:
I actually did ask for Lemoore.......the Navy had other plans though :) Needs of the Navy and all that. In hindsight, I'm glad I went, as the QOL is much higher and I went to a great squadron, but that being said, it is still really far from home.
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There are actually a few of us on this site in and around Virginia Beach. This place has a tendency to grow on people. What are you flying?
 
HRDiva said:
Geez, all this because I reported what my DH experienced! I would think that would be more interesting than the fact that I called him DH!

He's going to have enough ego deflation tomorrow if Cruise shows up to work; I won't alert DH to this thread (he's asleep).

Good night all! :)
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Yep, all went surprisingly smooth. We were on time despite multiple passes through LGA (amazingly)….the next day also on time which gave us a nice 24 hours in SJU. Mojito's at the beach bar!
 
Not sure why we are even arguing this. It largely is a moot point.

@SteveC, airline booking software isn't going to put a nonrev/jumpseater on the flight over a revenue passenger.

If you are deadheading and asked to take the jumpseat to get another revenue passenger passenger on, that is a big no-no. You are given a seat in the back to 'rest', not sit in a jumpseat. With the new flight time/duty time regs it may even be illegal to take the jumpseat on a deadhead.


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Mike Wise said:
It has been an incredibly rough week. I wish my airline could have planned better for this. The first few days of explaining to customers that weather would delay or cancel a flight did not seem so bad. BUT the last few days of spending 9 hours saying (BEFORE CX-ing) "We have no further update, we are locating a (insert crew position here) for this flight and will update in 30 mins" is becoming incredibly frustrating and embarrassing.

On the emotional aspect of things its starting to take a toll. I've seen some families and people 3 days in a row at the airport, one girl who was relatively young had been wearing the same clothes. Lots of crying, and unfortunately a few times where I had to get LEO involved.

Its been a rough week and I am not impressed with how my employer performed.
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Sounds like any typical GDP day at SFO when I was a gate agent, honestly. Except instead of 9 hours it was 3-4. Worst case 5-6. It's something that you never really get used to, pax sleeping in the airport for 3 days and what not. During bad foggy winters, it was too common for a pax to fly PSP-SFO-ACV roundtrip, for example, then get stuck connecting in SFO for 3 days only to get in from ACV headed home and spend another 2-3 days stranded trying to get to PSP. Rental Car prices would often sky rocket in these situations to where they would cost more than 3 times the refund for the unused portion of the flight, screwing people royally. Hopefully its a rare event where you work, but airline CS at most big hubs surely includes days where your gate becomes a customer service center and you rebook people all night while giving 30 minute "I know nothing. NOTHING" updates then "flights canceled, get in line behind 400 other people at customer service or the 80 at my gate, your choice" announcements.

At the end of the day, when crap hits the fans, planes are diverting everywhere, crews are timing out in cities where the airline doesn't even fly, reserve crew members can't commute or even positive space because everything is canceled, there is only so much an airline can do. Usually, its not much but cancel everything and funnel people out over the next several days. Takes a thick skin to do airline CS, with the pay its not really worth it. Even working in the ramp tower now I feel those folks deserve more money than I do.
 
I watched a reporter on CNN last night say this, and Im not joking. "We've been told, the main reason for these delays and cancellations piling up is because the airline pilots, by federal law, are required to have 8 hours of sleep between flights" To the general flying public that reads like this "After every flight, the pampered pilot must get 8 hours of rest before flying his or her's next leg" :bounce:
 
Cruise said:
Yep, all went surprisingly smooth. We were on time despite multiple passes through LGA (amazingly)….the next day also on time which gave us a nice 24 hours in SJU. Mojito's at the beach bar!
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Yes, well I hope your skin didn't thin out from all that warm weather and your morning dip in the ocean! You will come home to a balmy wind chill of -4. Make sure your Captain doesn't forget his shoes again. Sandals doesn't look right with the uniform and his toes might get cold! And I'm not buying him a third pair of shoes!!! :)
 
Cherokee_Cruiser said:
It is.

I flew on Thursday morning before Hercules hit. A couple days earlier, our airline sent out a heads up email about Hercules (as if you didn't know it was coming) and it was obvious that airline operations would get screwed up in the storm. My CA for that trip commuted from CLT and he came up the day prior on a morning flight just to make sure he'd get there. He said usually for that trip he could come in the evening before the trip but he wanted to give extra time to be safe. Now you can go ahead and try and risk just two flights before show time, but I guarantee you will be through your max allowed per rolling 12 months for commute misses. A carpet dance will ensue (as it should if you can't show up to work on time).
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No it's not bad planning. I commuted for a year Oregon to EWR. 99% of the time I commuted in a day early. Occasionally it didn't work out and the company would PS me to work. During IROP times it can be challenging to get to work. We don't have a max missed commutes. BTW my airline and many others are positive spacing their employees to base right now.
 
juxtapilot said:
No it's not bad planning. I commuted for a year Oregon to EWR. 99% of the time I commuted in a day early. Occasionally it didn't work out and the company would PS me to work. During IROP times it can be challenging to get to work. We don't have a max missed commutes. BTW my airline and many others are positive spacing their employees to base right now.
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Did you get the email about "STORM COMMUTER'S" being PS'ed?
 
cencal83406 said:
Because you aren't an AMAZING non-union pilot like CC. He would sell your left nut if it meant he would benefit from it.
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Ironic coming from you. Your union sold off both your nuts when they told management "we don't have any balls, so go ahead and screw us whichever way you please." What did they care, many of them will be at Delta. Except TW apparently.
 
BobDDuck said:
Hah. Hahahh. Hahah.

Just off the top of my head...

AA - BOS/BNA/RDU/STL/SJU

DL - PDX/LAX/DFW/MEM/CVG(it's coming)

CAL - DEN/GSO/LAX/HNL

UAL - MIA/HNL

US - BWI/PIT/BOS/MCI
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Not the big bases I would classify. Small ones will always get the axe someday. My definition of big safe bases would be AA - DFW and NYC, DL - ATL and NYC, CAL - EWR/NYC. Even at Delta right now, CVG is technically still a base but it's probably going to be axed soon. But for all of them, many of those closures were as a result of mergers and the ensuing result. AA's STL gain was the TWA merger. CVG and MEM being gutted was a result of the NWA/DL merger. With CAL/UAL complete, it's only a matter of time before the CLE pilot base (737 only) gets axed. And despite the smoke Parker is blowing up the wall street butts, a merger guarantees that at least one hub will shut down to realize merger efficiency and synergies.
 
Seggy said:
Not sure why we are even arguing this. It largely is a moot point.

@SteveC, airline booking software isn't going to put a nonrev/jumpseater on the flight over a revenue passenger.

If you are deadheading and asked to take the jumpseat to get another revenue passenger passenger on, that is a big no-no. You are given a seat in the back to 'rest', not sit in a jumpseat. With the new flight time/duty time regs it may even be illegal to take the jumpseat on a deadhead.


Sent from my iPhone using Tapatalk
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Except DHing does not count as any sort of rest. A DH as the last portion of your day does not count as FDP but it's not rest either.
 
Cherokee_Cruiser said:
Except DHing does not count as any sort of rest. A DH as the last portion of your day does not count as FDP but it's not rest either.
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That is why I said 'rest' in quotations.

Here is a real world scenario why taking the jumpseat is a no-no in the new regulations. Say you are supposed to fly JFK-LAX-SFO and then deadhead to SEA. You duty on at 0630 and have a scheduled 11 hour duty day doing the JFK-LAX-SFO flights. As you say, you are 'free' from duty sitting in the back on the deadhead going to SEA. However, you decide to 'help' the company out by taking the jumpseat due to an IROP condition. By taking the jumpseat instead of the seat in the back you are considered a cockpit crew member, which has different duties and rules by law than a deadheader in the back. Due to your duty on time and being in the cockpit for 3 legs instead of 2, you put yourself over the 12 hour FDP in that scenario. That is against the FAR. If something happens and you are sitting in the cockpit, you are toast when the NTSB starts looking back at your duty day.
 
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