I know the answer to every airline-related question boils down to seniority, but I’m trying to build a clearer understanding for myself of the different circumstances where seniority comes into play, and more specifically what pool of pilots is relevant when determining relative seniority under the varying circumstances. I haven’t really seen it laid out in its entirety anywhere (and if you have I apologize and would appreciate you pointing me in the right direction). Below is what I what I think it looks like, please let me know if/where I’m off.
From what I’ve been able to piece together from reading various forums and other online resources (and pardon my undoubtedly misused terminology), seniority comes into play primarily (1) at the system level for determining your base, aircraft and seat upon a system/vacancy bid and (2) relative to the other pilots in your specific base/aircraft/seat pool for determining monthly schedules (including whether you hold a line or are on reserve).
System bid—open slots (base, aircraft and seat) are filled based on bids and system seniority, and bids occur when required by new aircraft, routes, pilot attrition, etc. But you must wait until an open slot (can’t displace someone junior to you in a base/aircraft/seat unless someone more senior happens to be displaced, for example from retiring aircraft). When there is a base/aircraft/seat vacancy and you bid and get it based on system seniority, your seniority rank for that particular base/aircraft/seat pool would slot in based on overall system seniority.
Then, for purposes of schedules/PBS, you bid every month within the base/aircraft/seat pool that you’re in for your schedule.
So, hypothetically, as a new hire you are a FO on a 737 based in EWR. For purposes of your monthly schedule bidding, your seniority would only be relevant relative to other 737 FOs based in EWR.
Then, suppose many years later you are a very senior FO on the 737 based in EWR and there is a system bid. You bid on a captain seat on the 757/767 based in SFO and get the bid. You are actually more senior (at the system level) to some of the current 757/767 captains in SFO, and so in the SFO 757/767 Captain “pool” you slot in above those captains for purposes of monthly schedule bidding, etc.
Am I off the mark or missing anything?
Relatedly, in terms of being on reserve—is it just that the bottom x% of the seniority list for each respective base/aircraft/seat pool is going to be on reserve (if so, approximately what percentage?), or does everyone in said base/aircraft/seat pool bid each month and you may or may not be on reserve month to month depending on your seniority and what others in the relevant pilot pool bid?
Also, I imagine if the point of a seat lock is just to ensure a baseline return on an airline’s investment in your training for a particular aircraft type that there would be no restriction during a system bid on moving bases or upgrading seats before your seat lock is up, provided you stayed on the same airframe, correct? Is there an exception to allow you to upgrade to captain even on a different airframe before your seat lock is up? (all assuming your seniority could hold such a bid, of course)
Are you always assigned the most “junior” aircraft in the fleet as a new hire? I understand you would be placed based on “need”, and presumably there would only be a “need” because everyone more senior bid on other aircraft, and so by definition I would think that’s true, even if it happens to be a larger aircraft for whatever reason (although less likely). The reason I ask is because it would seem problematic to be placed on a more senior aircraft as a new hire “based on need”, and then be stuck as the most junior person for scheduling purposes/on reserve for even longer than normal because of that.
Sorry, this ended up being long and involved, but I appreciate your time and consideration as always!