Originally Posted by Cruz5350

Since this is a reserve thread let’s really examine what happened. In a perfect world that example you gave happened. Schedulings new goal now with all of those SC’s is alleviating this ten fold. More often than not it’s getting covered by the plethora of people sitting SC which under the old contract rarely happened. That whole law of unintended consequences… your example very well coulda caused the crappy four days I got hammered with last month where I got a SC conversion and then subsequent two day and then was put on SC following that trip and had to go fly a crappy turn which likely came from some other broken up trip. I signed up for this job and I’m not complaining that I have to work my entire point in all of this is that there could be many ways to work around this that makes life easier for all but I get it as humans we tend to look out for numero uno and only see life through our own lens. People PCS all the time and have no issues with whatever those calls are called VRU or whatever but in the handful of other times it’s a non starter which I get cause hey it’s in the contract but talk about wanting their cake and eating it too.

Originally Posted by Cruz5350

I never said it wasn’t a good thing, please point out where I did. I merely said the language is way more complicated than it needs to be and results in many pilots confused as to how much they should be paid. I gave an example on how easy it could be granted I threw out a very generous generic one but I’ll break it down for one that could pretty easily pass. Any schedule change results in the entire rotation paying 150% if you get rerouted a second time it’s 200%. If the reroute is simply taking a 4 day and turning it into 3 or less you get paid the rotation credit as a guarantee. Some of that is pretty similar to what Southwest has. Instead we’ve got dozens of paragraphs and examples of you get pay no credit and a whole litany of other BS that shows up on different lines of a time card, but I already know what you or others will say the company would never agree blah blah blah. I’ve heard this for a decade plus it’s nothing new. Instead it just ends up being a whole lot more work for both sides to figure it out to the minute what someone is owed.

Originally Posted by Cruz5350

So you’re in favor of the current setup where it takes multiple people cross checking your calculations to arrive at what you should be paid? I mean seriously this isn’t that hard but I understand this is Delta we need a form for a friggin form.

Originally Posted by Cruz5350

Not having to deal with scheduling or tracking is a huge time saver but some folks here would rather waste away on it to make money here and there.

Originally Posted by Cruz5350

Nothing is being gutted and your opinion of huge is disingenuous. You know what’s a huge loss? Putting almost every reserve pilot onto SC and almost overnight eliminating GS outside of a massive irop.

Originally Posted by Cruz5350

I never said it wasn’t a good thing, please point out where I did. I merely said the language is way more complicated than it needs to be and results in many pilots confused as to how much they should be paid. I gave an example on how easy it could be granted I threw out a very generous generic one but I’ll break it down for one that could pretty easily pass. Any schedule change results in the entire rotation paying 150% if you get rerouted a second time it’s 200%. If the reroute is simply taking a 4 day and turning it into 3 or less you get paid the rotation credit as a guarantee. Some of that is pretty similar to what Southwest has. Instead we’ve got dozens of paragraphs and examples of you get pay no credit and a whole litany of other BS that shows up on different lines of a time card, but I already know what you or others will say the company would never agree blah blah blah. I’ve heard this for a decade plus it’s nothing new. Instead it just ends up being a whole lot more work for both sides to figure it out to the minute what someone is owed.

Originally Posted by crewdawg

The massive amount of SC is more likely a result of 18 hour callout. I bet we would get fewer SC if we went back to 12 hour callouts, I'm down, let's make it happen. I'm guessing some on here are going to disagree.

Originally Posted by Jughead135

Only if we also go back to next-day coverage.

Originally Posted by CBreezy

Our reroute pay is not that complicated. 150% for what you fly the day of the reroute and 200% for every day after until you are returned to your rotation. If they never return you to your rotation, the entire remaining credit is paid at 150 or 200%.

I just want to point out that your example is a concession. Why are you suggesting a concession?

Originally Posted by Whoopsmybad

They are suggesting a concession because they don’t like it and it’s just to complicated for him.

Those of us that have literally made tens of thousands of $$$ on the new reroute rules and had many more days off because of the need for be properly notified understand that it is a big concession. Especially remembering working under the rules under old contracts.

It may be more complicated than you want but learn the rules and hold the line when something isn’t right. THATS how you change things, not negotiate into compliance (cough scope cough).

Edit: that does not even count EDP and sit pays too.

Originally Posted by crewdawg

The massive amount of SC is more likely a result of 18 hour callout. I bet we would get fewer SC if we went back to 12 hour callouts, I'm down, let's make it happen. I'm guessing some on here are going to disagree.