Paxboy:
I had lunch with one of my old F/Os from my Part 121 days some 20 years ago just yesterday. He is a current DC-10 captain with NW in Chapter 11.
His first concen is his pension (retirement) benefits. Now that his company has gone "Chapter 11" it is quite possible that he could lose his pension completely after 20 years with NW.
Now then, I don't think that FARs have changed that much in the last 20 years. In those days the limits were 100 hours domestic or 120 hours international in a 30-day period. There was a further limitation that no more than 300 in 90 days could be flown. So there is no question of pilots flying above those limits.
If you do and the FAA find out, then the first retribution is against the pilot concerned which would be something like a $5000 fine and his licence would be pulled for 60 days. That would mean no income for the best part of 3 months.
The question was as to how those hours could be flown in a purely financially beneficial basis.
I did not have an annual salary. I was given a 50-hour monthly guarantee which meant that I was paid for 50 hours flying at a given rate whether I flew or not. Once I had made 50 hours then I started making money and 100 hours was a happy month for I went home with double salary and then couldn't fly again until I "dropped time".
Now the "legacy carriers" have wonderful union rules. For example, if your number is high enough, you could bid for a reserve line. This could mean that you are guaranteed 75 hours a month if you are prepared to be called out at short notice and then be paid at 2X normal rate.
If you want any finer details, contact LHR Rain who has an encyclopaedic knowledge of the 1926 Railway Labor Act and the workings of all US Carriers.
Last edited by JW411; 16th September 2005 at 18:36.