Quint

Guys/Gals,

One of the big gives in our current TA is how OE is handled. The union is pitching it as "industry standard". Specifically using UAL and AA as examples. I have gone through your 2015 JCBA and can't seem to locate the specific language concerning this. I do have close ties to one of your pilots (she's upstairs asleep) and my understanding is this:

That your LCAs really don't bid lines, but rather days on/off. Then, when someone comes out of the schoolhouse and needs OE, a few things can happen.

-scheduling can pull a trip out of open time to use

-if the student was able to get a line for that month, the LCA is put on the student's sequence, bumping either the FO or the CA depending on what kind of student

-if the student has no line, or is on reserve, they can bump both piots off a sequence and put the OE flight on that one


Am I totally off? Is it or was it different before PBS goes into effect? How does it actually work? What section in the JCBA addresses this?

Thanks for the help.

C17turtle

I'd say you more or less have it correct as far as how AA's LCA operate. What you have at Delta is far superior IMO because senior FO's in each of your categories bid these LCA lines since they know they will be bought off them for OE's and can either sit home and be paid or possibly double dip by picking something else up? I have a friend who has camped out on the 88 when he can easily hold a wide body line since the LCA lines are such a sweet deal. That in turn gives someone junior to him the ability to hold a wide body seat. Those types of perks, and deals like your green slip program, make your current contract something to hold onto as long as you can...