Originally Posted by
shoelu
You really have absolutely no clue what you are talking about! The circling black helicopters must make it hard for you to concentrate. But your belief that SWAPA signed off on no international override as some form of payoff is absolutely ludicrous and impossible!
SIDE LETTER 12: ETOPS AND NEAR INTERNATIONAL FLYING
June 18, 2012 was signed WELL after SIDE LETTER 10: COMPLETE INTEGRATION OF AIRTRAN PILOTS INTO SOUTHWEST AIRLINES OPERATION September 22, 2011.
Did this "behind closed doors handshake" deal happen with all 6000 pilots that voted on this side letter? It must have been a really big room! Was this room also a time machine?
If you had any clue you would know that the reason SL 12 passed was mainly due to an absolutely huge gain on SCOPE PROTECTION. SL 12 included this provision:
4. Near International/Trans-Border Codeshare
a. Near International/Trans-Border Codeshare will be defined exclusively as Volaris Codeshare flights that include a trans-border segment between Mexico and a SWA city in the continental United States.
b. The Company will not engage in Near International/Trans-Border Codeshare with any carrier other than Volaris.
If you had any clue you would also understand that SL 12 was directly tied to SL 14 which included a 15% red-eye premium and established that a red-eye duty period that transited two calender days would trigger average daily guarantee on the second day.
Not trying to poke you in the eye but at 2355 in LAS I do not see any SWA aircraft pushing back for BWI or ATL. Nor do I hear SWA callsigns out of LAX and SFO. 15% override is great if you actually flew them. I fly them for 40% less than a similar seniority SWA pilot would without an override.
Redeyes are an increasing percentage of our 737 lines. Some lines have 6 redeyes a month but only get paid guarantee since the block may only come to 65 hours.
Word from management is that SWA lost its waters cert. It is fantasy to say it was not profitable to maintain it. Flying from BWI to San Juan is not more efficient hugging the coast line.
I am curious what the reality is of our SWA brothers taking on these two facets of the AT lines. It is only then that the AT 737 guys like me might actually be able to cross over.
Other words are that there will be as many as 33 AT aircraft left one 1 Jan 2015. (Again from management.) Do we get shutdown or furloughed? We have plenty to worry about on our side. It not hard to imagine why some guys are angry. Yes our average captain takes a $30,000 pay cut crossing over.
My earlier post about SWA needing to change to remain innovative addresses things like Key West. We AT were able to fly in and out full if the weather was good and make money doing it. It was one of the first markets SWA took from us yet SWA can't make money largely because of the way SWA calculates Takeoff and landing data. The limits we have been presented lately at AT on the new way to calculate our data (like SWA does) are crazy conservative. I like to err on the side of caution but we have never taken aircraft off prepared surfaces like that seems to happen at SWA. (3-4 last year?) Denver, White plains?
I just worry that there may be an inherent lack of standardization on the SWA side. I will have to wait to see but that is the feedback I have received from guys that have crossed over already.
I guess it boils down to I would like to have eyes and ears on what the truth is on both sides. I do know this. A guy hired four months after me is 1300 numbers ahead of me on the seniority list. Not very equitable in my mind.
Again I am leaving that behind but your post on redeyes got me going since I have to fly them a bunch.
Fly Safe
Boogie