Originally Posted by
horrido27
Maybe it would help if we knew how others do it ...
Delta? SWA? Jetblue? (just as an example)
What happens when you over fly leg one.. (overs that goes towards our LPV).
Then the rest of the trip is unders (LPV/PTC don't change)
Next trip cancels after you show.. (LPV goes down but our PTC stays the same)
Then you pick up something after not getting used on AV... (our LPV/PTC goes up)
That new trip gets delayed and you end up with Late Pay (Add Pay)
As others have mentioned, the real problem is pilots NOT understanding how our pay works.
Is it confusing... sure. But so it our lifestyle and schedule.
For those of you complaining, what is the solution?
Once you figure out our pay, you learn when and when NOT to pick up flying, and when overs help vs. overs not meaning anything.
Motch
PS-
LPV means Line Pay Value. What the trip should pay as a minimum, if you fly it.
PTC means Protected Time Credit. What your line will pay if YOU do nothing to change it.
MPG means Minimum Pay Guarantee. The min we will get paid if we are available to fly.. 70 for line holders, 73 for reserves.
ADD Pay means extra for certain things, international override, late pay, etc..
PPS-
The 'Key' is to get as much PTC as possible, while getting the low LPV.. plus getting 'ADD Pay'.
Well said Motch.
It definitely takes effort to understand all the provisions of the CBA but look at what we have now compared to the bankruptcy contract. It represents massive accomplishment by the negotiating committee and translates into significant money for us as UA pilots.
We have really talented, hard-working people laboring on our behalf and they've accomplished SO much. When I hear people complaining that it's too complicated and needs to be changed so that even lazy people can understand it, I lose it.