I haven't gotten one either. 73A, but you have to have the right time available and enough seniority. I drop time to less than the GS trigger in the summer and have vacation time too. They aren't in panic mode yet for my category. No ARCOS calls and no robo IAs either. I do bid reserve for the credit with vacation and have covered only other base flying. Some of the awards I've seen are GS3 and 4 already in the eastern time zone.

I do read Sailing's post regularly, it was a rhetorical question. And it was spot on.

Any pilot who would side with management making a few extra coins, what amounts to budget dust for the company, over the ridiculous reroute shenanigans going on with fellow pilots desires to be called out for it.

Never said a thing about getting paid extra for reroutes. I was discussing the reroute process in general. Most on here seem to feel however that every reroute should get premium pay and that we should have significantly more restrictions on reroutes. I can assure you that the cost would be way beyond a few coins. Based on the forum statements of how often people are being rerouted it would probably fund a 15% pay raise for the entire pilot group.

The context of the discussion was absolutely about premium pay for reroutes... But for the sake of argument, let's say you are right about 15%. The company would have a serious disincentive for reroute shenanigans. THAT is the point. It's not about us making more, it's about stopping the QOL decline. But if they do it anyway "for operational necessity", we are compensated accordingly.

If management is as good as some folks say they are, that number would be budget dust.

If you bid a regular line and then are rerouted, there should be at least a reserve day credit on top of the trip value. BECAUSE YOU ARE FORCED into reserve at that point and seniority means nothing because they don't reroute in seniority order. We are all fodder as we transit ATL and the luck of the draw and ATL arrival time is all that matters. Yes, there should be financial reward for the pilot and a penalty for the company. And the IROPS in BFE shouldn't wipe it away.

Agreed....

And furthermore, if reroutes really are resulting in anything close to a 15% productivity premium, it proves the point. It absolutely needs to be a top priority at the table for a pilot group that wants QOL this contract cycle.

Let me ask you what you define as reroute shenanigans? I do realize in the heat of the moment they do make some stupid reroute decisions but for the most part they are trying to keep the operation running efficiently and on time. There are often factors pilots are unaware of in reroute decisions. I was once pulled off a flight at the last moment to operate another flight of what I perceived equal importance. My flight was cancelled. I demanded a explanation via FCR and found that the passengers on my flight could be accommodated on other airlines but the flight I was moved to that would not work. EU rules meant it would have been extremely expensive to not move us over. If you handcuff the company with rules or make it too expensive to reroute the operation is going to suffer. That drives customers away who provide our paychecks.
The company has to be able to operate the airline. The operation would crumble without the flexibility reroute provides.

They can reroute all they want, just pay reroute pay when it happens. If they do not want to reroute, then send it out for a WS, GS, or IA to cover the open time. Now pilots out flying the line are used as reserve pilots to cover anything that pops up, even when it is not an IROP.

If a company can't be highly successful using regular and reserve pilots, with the very rare green slips and reroutes for IROPS, then that company has major flaws somewhere else. Rest assured Delta can still lead the pack with a few more pilots on property. It raises the QOL of EVERYONE on the list except for those desperate for greenies.