Friday, July 25, 2014

I Heart NY

Well, it sure didn’t take long to get off low-time restrictions. My seven weeks of line flying on the Mad Dog have netted me 120 hours in the plane despite being on reserve. Reserve pilots usually fly less than lineholders because you're seldom used every day, you do plenty of oddball 1- or 2-leg trips, and you tend to ride around in the back of airplanes a lot (deadheading). This summer, though, my company is doing a lot of flying, especially in the Mad Dog, and it’s all hands on deck. Thus far I’ve been used on nearly every day of reserve, mostly for 3 and 4 day trips.

I’m based in New York City, partially by choice. My airline has a Mad Dog domicile in Minneapolis, but it’s proving to be an extremely popular base among our junior pilots. I estimate that there are 50+ pilots between me and the “plug” in MSP, meaning it could be a year or more before I can hold it. In the meantime I’m forced to either move or commute. Dawn has a good job she enjoys in the Twin Cities, we like our home here, and we’ve become used to having family nearby, so we’ve decided to stay put for the time being. My choice then, is which commute is least painful. I can hold all three other Mad Dog bases, but the first is a small base connected to MSP only by 50-seat RJs, and the second has a ton of employees that commute from MSP, making it difficult to find an open seat or jumpseat. New York, however, has plenty of flights from MSP, they tend to have seats available, and I have higher seniority there than I would in any other base. This is true across all fleets at my airline: NYC goes junior.

This extra seniority comes at a price. NYC-based pilots at my company must cover three separate airports (LGA, JFK, and EWR); moving between them is slow and expensive, and the airspace and airports are both quite congested. Because there’s so much Origination & Destination (O&D) traffic, many of the rotations begin early in the morning and end late at night, forcing pilots to commute on their days off and spend extra nights in the domicile. That said, because so many NYC-based crewmembers are commuters (I’ve seen estimates of 80%), there’s a pretty well developed infrastructure in place. For starters, there are many crashpads scattered throughout Queens between LGA and JFK. One area, Kew Gardens, hosts so many crashpads that it has acquired the nickname of “Crew Gardens” and boasts a cab company that caters almost solely to airline crew. Some crashpads are pretty basic and offer little more than a mattress for the night; others offer all the comforts of home. My crashpad is actually pretty close to LGA, in Jackson Heights, since ¾ of the Mad Dog flying is out of that airport. It’s quite nice, well equipped and clean, with its own free shuttle service to LGA and JFK. It's also not far off the E or 7 trains, making it easy to go into Manhattan on the rare reserve days I'm not being used.

Commuting to reserve is a notoriously tough gig, but the work rules at my airline make it a lot easier than it was at either of my last two companies. Most reserve days are “long call," meaning I get at least 12 hours notice before report time, and I usually know about trips by 3pm the day before I start reserve, making informed commuting decisions much easier. On the first day of reserve we cannot be assigned a trip that begins before 10am. Many of the trips begin or end with deadheads; our contract allows us to “deviate” from a scheduled deadhead positive-space. So if I begin work tomorrow and am awarded a trip for which the first leg is a deadhead LGA-ATL, I call crew scheduling, tell them I will deviate, and book positive-space travel MSP-ATL for around the same time as the original deadhead. I save myself a night away from home and get a confirmed seat to work - score! Reserves can put in “Yellow Slips” that tell crew scheduling their preferences for awarded trips. I have a permanent yellow slip for trips that begin or end with a deadhead, as well as for trips that have a report time after 1pm and/or release time before 6pm (allowing a same-day commute). Obviously if a trip needs to be covered and I’m next in line, I’m going to fly it regardless of preferences, but if there are several trips to be covered and one meets my criteria, that’s the one I get. This has worked very well over the last month, giving me multiple extra nights at home and eliminating several potentially stressful commutes.

The Preferential Bidding Software (PBS) that my airline uses also gives reserve bidders much more flexibility than my last company. If you wish, you can lump all 17 reserve days into a single giant block, giving yourself a stretch of 13 days off (or 26, if you go back-to-back across bid periods). Of course, under Part 117 you are required to have 30 hours free of duty every 168 hours (7 days), so unless you are awarded a trip with a 30-hour overnight, you’ll end up with extra days off in the middle of your reserve block. This has happened several times, and the timing has worked out to give me several extra nights back in Minnesota.

Because of all the flying this summer, crew scheduling is offering a lot of “green slips” – basically, last-minute trips on your days off for premium pay and/or additional “payback days” off later in the month. A lot of senior pilots, anticipating the ability to make extra cash by green-slipping, purposely bid reserve with the first two weeks off, during which they pick up enough green slips to get the next two weeks off, during which they greenslip yet more, essentially flying the whole month at 200% pay. This is known as "Rolling Thunder." Those senior enough to buddy-bid with check airmen often get their trips bought off for IOE and then greenslip the entire month, basically making 300% pay. We have one Mad Dog FO in NYC that reportedly made over $300k last year doing exactly this.

As for me, I value summer days off far more than extra cash, so I don’t bid with green slips in mind, and I don’t hang around NYC any longer than necessary hoping I’ll get one. Thanks to the fact that reserve is going fairly senior, and that I’m already #80 out of 105 FOs in my category, I got a regular line for August, and a pretty nice one at that! All the trips are commutable on at least one end, I got partial weekends off, and I got a mid-month 8-day stretch of days off for a sailing trip I’m doing out of LA. Not bad for my third month! So yes, New York can be a pain to get to, and it can be crowded, dirty, and expensive, and the airports can be pretty hectic places – but these things, much like the Mad Dog's quirks, keep senior FOs away and afford me much better seniority than I'd otherwise have. So I don't care what anyone says - 'till the day that I can hold Minneapolis, I love NY!


Anonymous said...

Wow, Sam, fascinating to hear how this all works. Sounds like you've really got it figured out! And if an FO can make $300k... Well, hopefully you're all no longer starving, unlike at past jobs.

Enjoy the flying and keep up the posting!


Anonymous said...

This has been making the rounds lately, 3 minute recording of a commercial pilot losing his sh!t with ATC at KATL a few days ago. Hope this wasn't the guy in the left seat on your flight!

Sam Weigel said...

Marty-- That's very atypical, normally that's more than a B747 captain would make! As a first year FO, I'm making slightly less than I was as a 6th year CA at NewCo. So no, not starving, the major airline unions have done a pretty good job of upping their first-year pay.

Anonymous-- Yeah, "Settle Down Captain Happy" has very quickly become a catchphrase at my airline! It's amusing and appalling at the same time. I feel bad for the poor FO (presumably FO was first pilot transmitting) before the other guy jumped in and started berating the controller. Every airline has their 5%ers....

Anonymous said...

During the Contract 2000 negotiations, I played a part both in inventing that reserve system and initiating the PBS. Glad to hear its working for you. We knew that the airline did not need the constant access to reserves that had become the standard in the industry. Fortunately, we had the leverage to convince the company that both these innovations were win-win ... a very rare thing in airline labor negotiations.