Remove the names and this should be posted on the top of every race to the bottom regional airline and we're the greatest legacy carrier msg board on APC. Great words to remind us all of our obligations to our profession and each other.

With the actual retirement numbers you can look up on this website, it wouldn't be possible to spend the rest of your career at the "bottom" of any legacy seniority list.

You don't have to worry about flying the contract with me!!...I'll be the one calling Ops Control saying "we are not moving this airplane until..."...I'm sure they know my name, and say, "aah, $hit, it's that CA xxx, he's gonna quote the CBA again!!"...and guess what, I'm just fine with that reputation!!

As for the rest of your message, spot on correct. but if the Captain is not willing to fly the CBA, don't forget, it only takes one required crewmember to stop the airplane in its tracks. You be the leader that he forgot how to be...or maybe never knew how to be!!

1) If you're a pilot here, you too should be working hard to make it better. Each one of us is on the team rowing the boat. Educate yourself on the rules.

2) You forgot to ask the Delta guys about green slips, reserve rules, insurance, retirement and vacation. In a total package, we're at least 30% below. Educate yourself on the cost of a widebody pilot at a profitable company.

Make no bones about it, we have been profitable for years now, and the income and profit keep growing. Even through the depths of '08.

And hats. Don't forget to ask the Delta guys about hats... and the $50 fine if they are caught without one. Sorry, just had to throw that in there. :cool:

This is very insightful discussion. I see the theme is "know the CBA" and "fly the CBA". How does that make the company easier to swallow? While I am doing just that, I'm learning much of the CBA does not seem to be in favor of the pilot group. Maybe, as a FNG, I'm still oblivious to any blatent infractions committed to my crew/by my crew thus far.

Imputed income, awarded trips dropped for R1, training on X days, less than stellar travel/reservation support, anemic retirement plan, below industry standard pay scale... some of the issues already noted I wished could be addressed by the company before the legacy floodgates really open.

Regardless, I am honored, greatful and humble just to have this experience.

+10..........

The company often tries to get FNGs to do things that are in clear violation of the CBA, precisely because you don't know it yet, so knowing the CBA can often prevent the abuse and thus make your life easier. (The CBAG is a lot easier to digest, BTW) Start with the easy stuff - in recent months, I've had DHs scheduled over 20 hours (with an illegally short international connection time), airport hotels for long layovers, insufficient/no catering for a 10+ hour flight. Lately they've been trying the "you need a backup flight for Gateway travel" nonsense. Know your reserve window/layover callout times, they've tried to get guys to show up early to cover their mistakes. Talk to your fellow crews/new-hire classmates - spread the word when they try to pull something on you or you realized you've be suckered. Write FCRs when they do try to pull stuff and copy the union. Always remember that it only takes one crewmember to stop a flight, no matter how new you are. No/not enough catering for a long haul? Don't go! Would you push with less than min fuel? Get to know the requirements for an adequate hotel room, or how long the company has to resolve hotel/taxi issues. Know how to contact the stewards when you have a question. You get the idea.

We have a contract study committee, looking for input on what we want fixed in the next contract. Let them know what you want and talk with your crews about it as well. No airline is perfect, but we can certainly try to make it better.

post #7000

Wow! The tone of this thread has really changed in the last few pages.

I think if there is one thing that anyone who has been in this profession long enough should remember is that this career is all about luck, timing, and that the industry is constantly changing. It's awesome that the pay, work rules, etc. is improving at the legacies, but let's not forget that it only takes one drastic event to change it all. I guess what I'm trying to get at is that even though AA, UA, DL, etc. may look great now, it doesn't mean it will be that way in the future.

As far as Atlas goes, I'm just an outsider looking in, so I'm not familiar with all the various contract short comings and volations you guys refer to. However, as with any airline it's up to the pilot group to fly the contract and make sure that it is being followed.

What is the amendable date for the most recent CBA? Isn't it within the next couple years? I thought a friend mentioned or I read somewhere that the union is already in negotiations for the next contract. Maybe I'm wrong, but hopefully you Giant guys / gals will seek some changes to improve your CBA.