CO telling CA's to keep MCD door open
02-23-2023 | 05:24 AM
#41
Gets Weekends Off
Joined: Nov 2019
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Steady email stream to my LEC reps. Unfortunately, the average Alaska pilot can’t be bothered. And most of the Cheer Squad have trouble remembering what ALPA stands for. Nothing changes
02-23-2023 | 07:39 AM
#42
Line Holder
Joined: Feb 2007
Posts: 1,292
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One of the many reasons I voted no for this contract is because we didn’t have good language related to grievances. I still have a grievance from 2018 that is “awaiting arbitration”, not to mention all the ones in 2020 related to vacation trading and open time, computer system outages and glitches, etc etc
02-27-2023 | 12:32 AM
#43
Gets Weekends Off
Joined: May 2016
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From: 737 tiller master
People in the union, training, and CP offices all have one common goal and that is, avoiding juniority. Granted there are a few who actually give a damn, majority of them are only in it for themselves. Numerous outstanding grievances speak volumes about a weak union as well as the arrogance of upper management. This pilot group is starting to see the weak language in this new contract. It is only a matter of time until the company really starts abusing the poorly written language and the cheese holes in the contract. Remember, the company is smarter than this pilot group and when the pendulum swings their way, the beatings will resume.
02-27-2023 | 05:18 AM
#44
Gets Weekends Off
Joined: Feb 2008
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I am curious reading this thread how Alaska handles pay and FAR flight time. It sounds like at Alaska the pay clock starts when the cabin door closes. That is a clear improvement over most airlines where it is based on pushback. How are times tracked? Do you have one set of times for pay and another set for actual FAR flight time? What is the trigger for a acars out message? I have seen parking brake release, beacon on and GPS groundspeed in use on various aircraft and airlines. Trying to sort out how this ties into the deice issue.
02-27-2023 | 06:52 AM
#45
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Joined: Jun 2013
Posts: 248
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From: Left Seat
Pushback
I am curious reading this thread how Alaska handles pay and FAR flight time. It sounds like at Alaska the pay clock starts when the cabin door closes. That is a clear improvement over most airlines where it is based on pushback. How are times tracked? Do you have one set of times for pay and another set for actual FAR flight time? What is the trigger for a acars out message? I have seen parking brake release, beacon on and GPS groundspeed in use on various aircraft and airlines. Trying to sort out how this ties into the deice issue.
02-27-2023 | 07:04 AM
#46
Gets Weekends Off
Joined: Feb 2008
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For the most part, everything you have already is in place at Alaska Air. Pay normally starts with door closed/beacon on, etc. VP of flight ops just put out a new memo regarding severe irregular operations, where, if it is declared (Union and Company have to declare it), flight time for pay purposes will be when the Gate Agent closes the flight, vs. door closure/beacon on. For all normal ops, door closure is the norm, however.
02-27-2023 | 07:27 AM
#47
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02-27-2023 | 10:18 AM
#48
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02-27-2023 | 10:24 AM
#49
Prime Minister/Moderator
Joined: Jan 2006
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From: Engines Turn or People Swim
I am curious reading this thread how Alaska handles pay and FAR flight time. It sounds like at Alaska the pay clock starts when the cabin door closes. That is a clear improvement over most airlines where it is based on pushback. How are times tracked? Do you have one set of times for pay and another set for actual FAR flight time? What is the trigger for a acars out message? I have seen parking brake release, beacon on and GPS groundspeed in use on various aircraft and airlines. Trying to sort out how this ties into the deice issue.
In fact at least one regional recently changed block to start at the actual FAR definition of "beginning of taxi under own power", vice brake drop or push. That allowed them to squeeze more annual block out of the pilot group. They still pay the pilots at the traditional door closed/brake drop.
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