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Originally Posted by astroglider
(Post 2367236)
It amazes me that Delta is surprised by the last few AE's. IF Delta is concerned about the pilots who are being awarded the left seat they only have themselves to blame. Their Optimizer schedule builder has made the NB categories so awful nobody wants to bid them. This push they have for less system credit will cost them money in the end.
Hey Delta make better rotations and you'll get more senior guys bidding the left seat!!! Who wants to be stuck in a category that only flies long 4-day trips... 4 to 5 legs per day every day...short layovers on a crappy aircraft? No thanks. TEN |
Originally Posted by TenYearsGone
(Post 2367238)
Excellent points^^^ I always thought if Mother Delta built beautiful layovers, the sick occurrences would reduce.
TEN |
Originally Posted by qball
(Post 2367200)
Wouldn't you think the company knows how many hours (121 or otherwise) one of their employees have? Someone sure knew it when they were hired. I also find it hard to beilieve that if this is an issue, would it not have been highlighted on the bid?
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Originally Posted by astroglider
(Post 2367236)
It amazes me that Delta is surprised by the last few AE's. IF Delta is concerned about the pilots who are being awarded the left seat they only have themselves to blame. Their Optimizer schedule builder has made the NB categories so awful nobody wants to bid them. This push they have for less system credit will cost them money in the end.
Hey Delta make better rotations and you'll get more senior guys bidding the left seat!!! Who wants to be stuck in a category that only flies long 4-day trips... 4 to 5 legs per day every day...short layovers on a crappy aircraft? No thanks. |
Originally Posted by FL370esq
(Post 2366182)
14 CFR 121.436(a)(3) would be the FAR reference. It requires a minimum of 1,000 hours SIC in Air Carrier operations prior to being able to act as a PIC. 14 CFR 121.436 (c) allows military pilots who operated multiengine fixed-wing turbine aircraft requiring more than one pilot (aka, non pointy-nose aircraft) to deduct 1 hour of military PIC for 1 hour of the 1,000 SIC, up to 500 hours.
The bigger question is, where under our current contract, is language saying they can deny you an in-seniority AE award and not have to pay you for it? Seems they could/should pay-protect you (and possibly buy you trips) until you hit your 1000 SIC but I am not sure there is language in the PWA that specifically addresses this known issue. (Of course, the company knew this was going to be/could be an issue after the pre-TA Sept AE when the 4 month wonder was awarded the M88A yet they left it alone). Section 20 - Seniority C. Rights 1. Among pilots with sufficient qualifications, seniority will govern: a. promotion and demotion, b. awarding of vacancies and displacements, c. assignment or reassignment due to expansion or reduction of schedules, d. retention in case of furlough, and e. recall from furlough. 2. A pilot who is denied a position for lack of sufficient qualifications will immediately be furnished with written notice detailing the specific deficiencies. They said that not having 1000 SIC equates to not having sufficient qualifications and therefore they can deny an in-seniority AE award. I don't know why the company couldn't award it to those who are close to the 1000 hrs based on a later projected conversion date and require them to have the time before converting. They know the 88As will not convert at the beginning of the window. There are still 88As from the last AE that have not yet converted. They knew this was going to happen, but I don't think they said anything about it in any of the postings for the AE. Maybe with sufficient warning someone who was close would have picked up some trips to put them over the line? |
time to whip out the sloa pen....and match m88/717 pay to 73/320 rates. :D
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Originally Posted by BobZ
(Post 2367300)
time to whip out the sloa pen....and match m88/717 pay to 73/320 rates. :D
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Originally Posted by gargonp
(Post 2367298)
I don't know why the company couldn't award it to those who are close to the 1000 hrs based on a later projected conversion date and require them to have the time before converting. They know the 88As will not convert at the beginning of the window. There are still 88As from the last AE that have not yet converted.
They knew this was going to happen, but I don't think they said anything about it in any of the postings for the AE. Maybe with sufficient warning someone who was close would have picked up some trips to put them over the line? I wonder how many FOs were affected? And, to me, the more interesting question might be, prior to this AE, has the company awarded and/or pay protected other similarly situated pilots - those awarded a Capt AE without having the requisite Part 121 1,000 SIC (reducible to 500 SIC for certain military types)? |
Originally Posted by gargonp
(Post 2367298)
this is what DALPA quoted this morning from the PWA:
Section 20 - Seniority C. Rights 1. Among pilots with sufficient qualifications, seniority will govern: a. promotion and demotion, b. awarding of vacancies and displacements, c. assignment or reassignment due to expansion or reduction of schedules, d. retention in case of furlough, and e. recall from furlough. 2. A pilot who is denied a position for lack of sufficient qualifications will immediately be furnished with written notice detailing the specific deficiencies. |
So if the A positions are not awarded, then they will not be offered to new hires, right? The language addresses FO positions unassigned. So how will these positions be filled? Can't find any language to address this.
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