Originally Posted by
alfaromeo
Well, we are working under one JCBA. The contract includes a schedule for full implementation, so it is accurate that we have one joint contract. The differences between the scheduling systems were understood when the contract was approved by each pilot group, and the planned harmonization process is underway now, as provided for in the contract.
As far as I am concerned, we are under TWO contracts until I can take my old NWA cntract and throw it in the trash can. At the moment I have to retain that contract for Scheduling rules, monthly bidding, position awards(one more month for that), crew augmentation, duty and trip rigs, unable to commute(policy at NWA) and a bunch of other sections.
If I needed a list of sections that have NOT transitioned, I would have to call someone on the TWG because no one else can tell me what parts of my old contract apply and what parts of my new contract apply on any given day.
Even on sections that have supposedly been changed over there is still old terminology being used. Example: Off Rotation Deadhead. If I call scheduling for an EARLY or DELAYED deadhead, then scheduling understands, if I ask for an OFF-ROTATION deadhead I may or may not get the "moments of silence" on the other end. Hell, I hear even DAL-S guys don't call it an OFF-ROTATION deadhead. But that is just terminology. There are many, many parts of the old NW contract still in effect for DAL-N pilots.
So you can say that the language is in the JPWA that makes this one contract, but I'm still carrying two different ones on my trips to make sure I know what the hell is going on...
On a side note, I am very glad to see that ASAP came with the merger and is working out for the DAL-S pilots. It's a great program for pilots, for DAL, for the FAA and for air safety in general.