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- - MOU 25-05 (https://www.airlinepilotforums.com/delta/151540-mou-25-05-a.html)

Quote:

Originally Posted by CBreezy (Post 3981157)

What I find just ironic about this argument is if you wait until Section 6, you'll never know exactly what we got got for it. Doing it outside section 6 is quite literally the only way you'll see the true value of the trade

While I mostly agree with that, I think we stand to gain more overall if we save any further negotiations for section 6. For management, it’s a costly, complicated, self-imposed debacle. It will light quite a fire underneath section 6 talks.

Extinguish that flame now, and we could be looking at years of prolonged negotiations.

Quote:

Originally Posted by ancman (Post 3981146)

That’s as good as it’s going to get without giving away concessions, and without negotiating a more balanced solution in section 6 that takes into account the sheer value of 23M7 / auto-accept.

Those are problems the MEC should have considered before giving away batch sizes. In the meantime, manage your phone’s DND settings. QS will have a leveling mechanism, which will offer some degree of predictability as to when it will be “your turn”.

The problem with quick slips is it will effectively eliminate white slips inside of 12-16 hours for any large category. As I understand the MOU, if they start a step in the coverage ladder they have to finish it before they can go to QS. In a large category it could take many hours to get through the WS step, so scheduling will simply not run it. They will just wait until 8 hours and go right to QS.

Quote:

Originally Posted by Rinaldi (Post 3981358)

Not quite. There is nothing in the MOU prohibiting the company from invoking 23M7 within a step of coverage, prior to fully completing it. That remains unchanged. They can’t stop a pilot’s 12-minute award window prematurely (with some exceptions), but they can invoke 23M7 prior to the next pilot’s 12-minute window.

What the MOU does prohibit is using 23M7 to skip pilots within a step, as was happening frequently a few months ago. In other words, if they’re halfway through the white slip step and decide to invoke 23M7, they MUST skip to a later step (likely QS) to cover the trip. They can’t award the trip to the pilot at the bottom of the WS coverage list, who happened to get on the phone with the scheduler and attempt to make a deal by telling them they’re willing to take the trip.

I don’t think it will fully eliminate WS, except for very short notice trips (basically today’s status quo).

Are we certain reserves can fly QS? And do they generate PB days?

Quote:

Originally Posted by SideStickMonkey (Post 3981110)

I made the suggestion earlier that OOBWS should be removed from the 23.O ladder completely

I'd be in favor of this in the next contract.

A5S

Quote:

Originally Posted by m3113n1a1 (Post 3981388)

Are we certain reserves can fly QS? And do they generate PB days?

Yes and yes

Quote:

Originally Posted by All 5 Stages (Post 3981391)

I'd be in favor of this in the next contract.

A5S

So a current and qualified pilot shouldn’t have an opportunity to fly a single pay trip out of any base that that pilots plane flies? At an airline with over 50% commuters? Gtfoh.

Quote:

Originally Posted by igotgummed (Post 3981450)

So a current and qualified pilot shouldn’t have an opportunity to fly a single pay trip out of any base that that pilots plane flies? At an airline with over 50% commuters? Gtfoh.

23.O is just the short notice ladder, so OOBWS would still be there for the 23.N ladder. It's a good idea that many have wanted for a long time.

Quote:

Originally Posted by crewdawg (Post 3981453)

23.O is just the short notice ladder, so OOBWS would still be there for the 23.N ladder. It's a good idea that many have wanted for a long time.

I’m aware of what ladder was mentioned. And it doesn’t change my comment. Close in OOBWS are many times even more beneficial for commuters.