Standby Hierarchy?
Jun 9, 2008, 10:46 am
#1
Original Poster
Join Date: Jun 2007
Location: Hell Paso
Programs: HH Dia, Hyatt Dia, Hertz 5*, WN CP A-List, US SP
Posts: 101
Standby Hierarchy?
Does anyone know the official protocol for clearing standby's?
I recently had a weather delay at MCI that caused my CP and I to miss our confirmed connection in DAL. The GA at MCI could not confirm our last segment to ELP until the following morning and suggested we stay in MCI. We decided to go to DAL and try our luck at a standby on the last published NS to ELP. I knew we had other options to the NS from DAL via a stop in AUS, SAT, HOU, & ABQ but that was never offered as an option by the GA's at MCI or DAL. We managed to get #1 & #2 on the standby list for the NS. In the meantime I decided our second best option to the NS was a non published DAL-ELP with a stop in AUS. As the GA for the NS was clearing the fight I witnessed the issuing of boarding passes to no less than eight pilots, only five of them had their names on the standby list which were of course near the bottom. I also overheard two of the pilots offering to trade with two of the other pilots if they did not get cleared. Finally the GA called our names but said only one seat was available. I asked the GA if the eight pilots just cleared were "must fly's" and all the GA could say was they were deadhead's. So I asked the GA to remove one b/c we were standby due to weather. The GA said that would not be possible. We argued for a minute more but in order to catch our next best option we decided to cut our losses and not talk to a supervisor. We did make it on the second flight. Was this a typical standby process?
I recently had a weather delay at MCI that caused my CP and I to miss our confirmed connection in DAL. The GA at MCI could not confirm our last segment to ELP until the following morning and suggested we stay in MCI. We decided to go to DAL and try our luck at a standby on the last published NS to ELP. I knew we had other options to the NS from DAL via a stop in AUS, SAT, HOU, & ABQ but that was never offered as an option by the GA's at MCI or DAL. We managed to get #1 & #2 on the standby list for the NS. In the meantime I decided our second best option to the NS was a non published DAL-ELP with a stop in AUS. As the GA for the NS was clearing the fight I witnessed the issuing of boarding passes to no less than eight pilots, only five of them had their names on the standby list which were of course near the bottom. I also overheard two of the pilots offering to trade with two of the other pilots if they did not get cleared. Finally the GA called our names but said only one seat was available. I asked the GA if the eight pilots just cleared were "must fly's" and all the GA could say was they were deadhead's. So I asked the GA to remove one b/c we were standby due to weather. The GA said that would not be possible. We argued for a minute more but in order to catch our next best option we decided to cut our losses and not talk to a supervisor. We did make it on the second flight. Was this a typical standby process?
Last edited by rndomtask; Jun 9, 2008 at 11:09 am
Jun 9, 2008, 11:47 am
#2
Join Date: May 2006
Location: TUS/PDX
Programs: WN CP/A-List, AS MVPG75K
Posts: 5,798
As the GA for the NS was clearing the fight I witnessed the issuing of boarding passes to no less than eight pilots, only five of them had their names on the standby list which were of course near the bottom. I also overheard two of the pilots offering to trade with two of the other pilots if they did not get cleared. Finally the GA called our names but said only one seat was available. I asked the GA if the eight pilots just cleared were "must fly's" and all the GA could say was they were deadhead's. So I asked the GA to remove one b/c we were standby due to weather. The GA said that would not be possible.
