I have trouble believing that your contract stipulates something that is in direct violation of Federal Aviation Regulations, specifically the new ones that deal with rest and fatigue, in the wake of the Colgan crash. A class action attorney would **** himself if he got his hands on that.

If so, hope all of you guys are spending a bonus 3-4 minutes at the computer kiosk to ASAP this violation to prevent certificate action down the road.

 

We also have this RSV balancing crap. A guy junior to you can be awarded a trip that you proffered for because they have less time. I see their point but when there's a trip you really want and it goes to the junior guy...

 

Oh its way worse than that, especially in short staffed statuses, which is basically is all NB FO statuses. You are the more if not most senior short call guy, you're suppose to be the last line of defense, fighting the fire guy. But there are more trips than reserves so everyone must fly. Instead of going by straight up seniority, long call gets dibs on trips, then short call with lower time. And you'll bet stuck with garbage trips even though you're the most senior.

Other things-
Whatever reserve line you are awarded, that's it, no such thing as moving reserve days around, no such thing as dropping a reserve day even if staffing permits.

They can work you til noon the day after your last reserve day (and shift your days off), If it's a "moveable" day off, they can make you work the whole day, plus into the following day til noon.

Next month doesn't exist (there are some recent changes), they can basically force you to fly into your days off of the following month.

There are some restrictions, but that's the gist.

What does this all mean? You can count on about 5 days in the month that you'll have off for sure to make plans.

Can you guys actually access the contract, the new sick time policy is a real gem. Go read it.

 

Sounds like a lot of sick/fatigue calls. Hopefully Airways system will be moved toward. Works ok/very few flights cancelled due to not having crews.

 

HA, the new sick policy.

7. Sick Verification/Proof of Illness
a. For illnesses or injuries as described in paragraph B(2) above, a pilot will be required to submit Sufficient Medical Documentation to the AA Medical Department or the Company's third party contractor in order to verify that the absence is required by the pilot's illness or injury. The first day of the verification requirement begins on the first day of a sequence, reserve available or training day for which the pilot was removed for sick. The Company will prepare and post on a website available to pilots a form that the pilot's qualified health care professional may complete in order to address the Sufficient Medical Documentation requirements described below. [See new Q&A #7]

b. If Sufficient Medical Documentation is not received within 22 days, beginning with the first day of a qualifying absence as described in paragraph B(2) above, sick pay will cease until Sufficient Medical documentation is received and approved by the AA Medical Department or the Company's third party contractor. If the Company determines that Sufficient Medical Documentation has not been provided or is incomplete, the absence will be deemed unauthorized and the entire absence will be unpaid. Sick pay paid for the unauthorized absence shall be recouped and the pilot's sick bank credited accordingly.

c. The term Sufficient Medical Documentation means medical documentation and information provided by the pilot's qualified health care professional(s) (i.e. an accredited and licensed healthcare professional whose expertise is appropriate to the pilot's condition) that:

(1) Relates to the illness(es) or injury(ies) that gave rise to the pilot's being on paid sick status as described in paragraph B(2) above, and any continuing period, and does not relate to any other medical condition(s) not relevant to the pilot's current paid sick usage; and,

(2) Shall address the following five areas:

Diagnosis - An explanation of the pilot's medical condition and the procedures used to make that determination;

Prognosis - A forecast of the pilot's probable course and likelihood of recovery from the medical condition.

Treatment including medications - A description of the treatment, and a list of the medications prescribed to the pilot;

Expected return to work date - Identification of the estimated date that the pilot's health care provider estimates that the pilot will be able to return to work (it is understood that estimates may need later modification once FAA/FAR airmen certification standards are considered); and,

Results of diagnostic testing -The documented information and the conclusions reached in connection with the medical testing performed on the pilot.

d. The AA Medical Department and/or the Company's third-party contractor may, on a case- by-case basis, determine that documentation covering all five of the above areas is not necessary. (E.g., for a broken bone, the AA Medical Department and/or third party contractor may determine that X-rays and an estimated return date are sufficient).
e. The review of the Sufficient Medical Documentation shall be conducted by the AA Medical Department and/or the third party contractor retained by mutual agreement between the Company and the Association. The Association shall not unreasonably withhold its agreement to the selection of the third party contractor.
f. Consistent with applicable laws, a pilot is required to execute authorization form(s) permitting the sharing of pertinent information regarding the pilot's illness or injury.
g. The AA Medical Department and/or third party contractor may require, when reasonable, additional medical verification if, in the determination of the AA Medical Department and/ or the Company's third party contractor, the initial information provided is inadequate to substantiate a pilot's sick status.
h. Regardless of the length of a pilot's absence from work, the Company shall retain the ability to initiate Section 20 examinations and/or investigate the possible abuse of sick leave for cause (which includes, but is not limited to, frequency of use, sick leave patterns and sick leave use in conjunction with holidays, vacations or training.

 

So basically, after the use of 60hrs of sick time, roughly equivalent of 3 sick calls. To be paid for more sick leave, you'll have to get AA medical, or a third party contractor, plus the chief pilot, to agree for you to use additional sick time. And go see a doctor, even for a simple cold, (with our ****ty insurance, at lease $200 out of your pocket) and hope that your doctor will spent half an hour filling out the prescribed documentation as contractually described.

I'd rather trade a 30% pay cut to improve QOL items, so what does that say about the "brown book"

Now we're voting on giving up the very little leverage we have left to get a few more dollars and instead of making our QOL not ****.

Please please spend 2 minutes reading that sick policy. It's pretty disgusting.

sad thing is, every aspect of the contract is like this.

APA green book is basically a Mesa contract but we fly bigger airplanes.

 

The guys I have spoken with said they have had no issues with the company and sick time. Also, If a company requires a doctors note the company is liable for those charges.

 

A lot of these are new policies enacted during bankruptcy but prior merger. The new AA is enforcing them piece by piece. As for the new sick policy, it's only a matter of time, they just haven't gotten around to it yet. And good luck getting the company to pay for your doctor.

Just like the min 10 days off for line holders, most guys you have spoken with probably have not have had only an 10 days off line. But by having it in the contract is already unacceptable. Just wait till PBS, they will throw a day trip, or 2 day trip in there where ever they can to stuff the schedules.

I'm just preparing you, when they implement the green book on you, you'll work 30% more of 20% less pay. All y'all are about to take an 50% QOL dump.

 

The pay at Airways wasn't so great but at least you were treated well. Sounds like every other ALPA contract including the L-US East AND West was better than this thing the AA guys call a contract. We need the current old school guys out, and the commuter guys in, they know what a contract should look like.

 

Backwards philosophy. In 2020, Delta will be at least 10% above our rates and with several years if likely profit sharing! each pilot will be tens of thousands ahead over that 5 years, perhaps even six figures for many, their scheduling will be better, LTD, etc. we on the other hand will be dead last in virtually every area of compensation and work rules and thus with little of value for Parker. Our only option to get our rates up at or close to Delta and a United will be to trade scope and possibly LTD for it. Absent that, Parker just stalls for 5 years kicking the can and we lose six figures to the others for the NEXT 5 years after that.

This pilot group is toast with a yes vote. Vote yes if you must, but do so without your head in the ground like an Ostrich.