The rest rules were better but a basic crew duty day was 16 hours and three man was 24. I wish we had the military o2 rules. 350 and below no hose.

I did that exact same thing the other night and the scheduler told me he didn't want to break it up. You know what he ended up doing? Breaking it up. :rolleyes:

True. I remember during Desert Storm when they waived us to 30 hours with three guys. Had to do 3 AR's on one flight from Dover to Dhahran. That sucked. I liked the post mission 1 day for every three though.

"I wish we had the military o2 rules. 350 and below no hose."

We don't? (I keed, I keed.)

Well, that's 9 hours between end of shortcall and a report at 1430. Legal but not smart. I don't know if you did but if and when it happens again, ask them if you are released from the rest of your shortcall period. I've done this in the past and been released.

Denny

------
Buzz;

Longest I was ever in an aircraft without ever actually getting out of it: 35 hours, Desert Storm 1. The waiver was fine if nothing went wrong. After one of those, it really doesn't matter what the post mission rest rules are, you are in a coma until the coma is over. At my age now, I couldn't even do one of those, I'd die.

Quote:
Originally Posted by johnso29 http://www.airlinepilotforums.com/im...s/viewpost.gif
Wow. I wish I could get some consistent answers. I've been told by multiple people that SC is & isn't duty.

SC is not duty. Period. It is also not rest. Period.


Correct - Short call is "anti-duty." If ever anti-duty and duty, through some warp in the time-space continuum, were to come into contact with each other the results would be "Bad." :eek: Kind of like "crossing the streams."

YouTube - Cross the streams

Scoop - Is that a cameo by none other than our beloved Carl? :)

30 hours in a plane, I'd take that over 9 legs, 6 hours of flying and 13 hours of sitting in a EMB-120 in a Texas drought to a short overnight and do it again for 5 legs the next day, and 5 the next... and so on. :D

I really don't know if I would or not, I'm not sure whats worse, but this gives me an excellent opportunity to segue into a thought about Atlanta weather; I'd much rather be in Vegas on a 110F degree day than a 92F degree in Atlanta.

MSP on the other hand is 67F today, in the 70s and maybe low 80s for the remainder of the week.

:D BRAVO :D

And that is Carl.

Yep! I logged 27.6 once as the AC getting the gas three times. I got back to Torrejon and slept for almost two days. Definitely could not do that now. It was dumb and dangerous.

I saw Carl the other day in Skymiles magazine.

http://i938.photobucket.com/albums/a...id/temp-33.jpg

I never saw that coming.

So why are we getting SC at 05:00 for 24 hours as an ER crew (No international push until the afternoon) ? I am just as confused as the next guy but always willing to communicate and learn. However, it appears to me that our crew scheduling now are picking our contract apart and do what they can to make us miserable. Next AE I will bid into whatever I can hold a line on, this kind of treatment is not for me.

Any word or rumors on what we are going to do ref the LGA slot swap. If USAir is not onboard with giving up so many DCA slot maybe we need to add some $ to the deal.

Beautiful FTB. I just blew it up and hung it on my wall. My wife has a thing for Carl.

31+ hours back, 3 night AR that really sucked, and the C5 is so nimble.

Well if they decide to load it with cargo until it hits max ramp weight then it will be a problem.

Hello.

I'm a furloughed/bypassed NWA/Delta pilot considering a return and was looking for some answers to all of my questions. Some background on me. Married with 2 young boys. I would have to commute to work from KORD or KMDW. My currrent seniority is around 109XX. Furloughed from NWA in Jan '02. I'm currently flying corporate Part 91 based out of KMDW.

1. Would I be able to hold a line on the 80/320/757-767 based out of DTW or MSP?
2. If I was able to hold a line would it be commutable?
3. How many days off a month could I expect with a typical line.
4. Does everybody seem to be getting along after the merger?
5. What does health insurance currently cost for a family of four? No HMO's.
6. Your thoughts on whether the job is professionally satisfying or just a weekly grind.
7. What are your thoughts on future scope rules?
8. Anything else that might help my family make a decision.

Thanks for your time! I enjoy reading this thread and would love to return to Delta if I can make the numbers and quality of life issues work.

Regards

Well boys I'm signing off for four or five days. I'd love to keep ip with the latest food fight or the Clamp Show but at $.65 a minute for wifi on ship I'll have to amuse myself otherwise. Mmmm. :rolleyes:

my wife didn't pack much if you know what I mean. :D

Remember FTB, the rules of Alabama still apply. You are not allowed to make fun of me or The University of Alabama while I'm gone.

Cya fellas we are about to set sail.

Hi Green,
Tough decision. You're currently left seat on a nice corporate A/C, and if the company/CEO/pax are good folks, that makes it all the harder. At SSN 11,000, you'd have about 15 block holders below you in MSP on the -320. On the 88, a couple more. I didn't check DTW, but it's probably about the same....maybe someone else will chime in. DAL does not separate block holders from reserve guys in the same way as NWA did. But usually, the bottom guys just end up on reserve down the list.....but #1 guy may bid reserve if he wants, month-to-month. Not weird, just different. Good side is it lets a guy exercise his seniority each and every month. I fly reserve A LOT. I always felt kinda underhanded when it was time to bid vacation, and as the #1 guy in MEM, I held Christmas off, while guys senior to me (block holders) would not. Can't necessarily do that anymore. As for the integration of the pilot groups, I believe it is turning out much better than we all envisioned when this first started out. Nearly to the man, everyone I've been around is 95% positive about the merger, and 100% positive about the future of our company. If we can get back a fair dollar amount in contract restoration in 2012 negotiations, well, let's set that bar high, and see how it works out. I'm a jr. Captain on the '9 in MEM, a late 1995 hire. If I can answer any Q about this any further, PM me, and I'll call to chat on the phone.
Regards,
Chuck

No no no no HELL NO !!!

I heard from a source that will remain nameless, that there was $ being paid to US Air as well -- something that hasn't been reported. If we are in such debt, why are we subsidizing them?

I had a 747 CA on the jumpseat flying out of ATL. I asked, "Are you Carl?"

He responded, "hahahahahh, no, but I know who you're talking about."

Are there any domestic trips in your category?
If so, there's your reason for the 0500 short call.

Plus, some commuters might prefer a short call cycle that ends at 0500. Spend the night in your crashpad and be on the 0600 out of LGA headed home.

For relaxing times.........make it Suntory Time.

BTW, that movie is one of the all time best. There is no way a pilot cannot identify w/Bill in that movie. Plus, early ScarJo...mmm :D.

What movie is that?

Lost in Translation.

Here's Carl on another NRT layover:

http://www.celebritywonder.com/mp/20...lation_006.jpg

Spirit Strike Fund by DAL pilots-idea.
 

As the largest pilot group in the country, maybe we should collectively help our friends at Spirit. They are risking their livelihood by striking on behalf of all of us...but holding the bar up for all.

If all 12120 pilots on Delta seniority list donate $100 each, we can pay each of all 441 active Spirit pilots around $2750 . That will help them put food on the table for their families as they go through this challenging month.

If their strike continues for long or even worse lose their jobs, we have an obligation to help them out. Our unity will also send a very clear message to airline managements across the country.

Just an idea for our union folks to look into. Strictly a volunteer program. May be the union should publish and send an e-mail with a guideline on how much to donate and where to donate. May be our union leadership should join hands with some other airline and collectively do this endeavour.

I'm in. Where do we sign up?

After 35 days we will all have the opportunity to provide that assistance. The assesments will run about $80 per month.

Spirit pilots should be able to make it 35 days on their own. Not being cold, just the way it is.

If you plan to strike, plan to put food on your table. I did that in 98, didn't see alot of my fellow pilots running to throw money my way.

Of course had we gone more than 35 days, I'm certain that the generosity of my fellow union brothers and sisters would have helped put food on the table; that's what being a union member is all about.

reddog, I agree, and I don't see the Spirit guys asking for this. But this battle is larger than just them, and it NEEDS to be successful. Kicking in an extra $100 at the start as a little added insurance is a small price to pay, imo.

Why don't we change that trend and help them out? I will be honored to be part of this historical strike.

Call me optimistic...but I see things changing for good in this industry. The management expected scabs to cross the Spirit picket line. They got NONE....not even the chief pilot would do it. Then they tried to outsource the flying. NO pilot group would fly it. They got a measly two guys to cross the picket line....even that was temporary. This strike will be a glorious chapter in "Flying the Line-VOL III" if we ALL play our cards right.

Who is going to help our own if we don't? The public and the media does not have any sympathy for pilots during a strike---the Spirit pilots have been called greedy and compared to communists by the locals for going on strike on some news blogs.

Let us help them out and send the message loud and clear this time. And like I said, this should be a volunteer program....nobody is forcing anybody.

I'm in...this battle must not be lost.
"Better to fight for something than live for nothing." - George S. Patton.

I'm in...this battle must not be lost.
"Better to fight for something than live for nothing." - George S. Patton.[/QUOTE]


http://jetphotos.net/viewphoto.php?id=6867311

Agreed. Here's hoping the fight starts the return of this industry to the glory days.

Guys, call this number. It's the Strike Center (954) 922-0942. Offer your help and support. Also, ask them to email you a copy of the last contract proposal. If you think our profession is worth what management is proposing, then I hope you burn in hell LOL.

Evidently, Carl has that affect on women, I guess thats just the cross he has to bear, like FTB.

http://img5.allocine.fr/acmedia/medi...7/18425245.jpg

So Buzz, you're the world class writer, affect or effect, did I do it right? :D

And that ^^^^^ is why I didn't finish the movie. I thought it was a comedy, it was like a horrible tragedy and a reminder of life as an airline pilot and I turned it off. Of course that was in my coex days where being an airline pilot sucked.

I'm kind of naive, so what does that mean didn't pack much?

What if the SEC doesn't exist when you get back?

Lets not forget the Falcon Air pilots who banged in sick without a union to keep from flying in replacement of Spirit. So much so they brought that operation to its knees.

FTB's Slow Quest For Knowledge
 

For those of you who are wondering and are on reserve, this is from one of seventeen worthwhile pages from that December 1, 2009 Scheduling Alert I mentioned last night, and this is what happens at 0800 every morning:

How It All Comes Together

When the scheduler begins the trip coverage process, he generates what is known as a Trip Coverage (TC) report. This report lists all available and “legal to fly” pilots for the specific length of trips to be covered, e.g. four-day trips, in order from lowest to highest RAW value. It first lists pilots with days of availability matching the length of trips to be covered, followed by pilots in each successive group of days of availability. For example, a two-day trip TC report will list two-day pilots, then three-day pilots, then four-day pilots. Scheduling must attempt to cover rotations that are outside of 12 hours to report in order of their lengths (longest rotation covered first).

A seniority sequence number is displayed after the employee number to indicate relative seniority among the pilots on the list. If a pilot has lowered his RAW value, this will also be indicated on the report.
If two pilots have the same RAW value and:Every pilot who appears on the TC report is available and legal to fly at least one trip that meets the criteria of the request. The report lists the trip(s) that each pilot is available and legal to fly, in the following sequence:Note: Again, preference qualifiers “if needed to fly” are relevant only after the decision has been made that the pilot will fly based upon his RAW value. They have no impact on whether or not the pilot will fly.

source: deltapilots.org > library > scheduling committee > scheduling alert > scheduling alert 09-05: Reserve Utilization Days and Moving X-Days.

Looks like your senior to me so you should just stay where you are!!:eek: Just kidding. Tried to add my answer under your questions, hope it worked:

Is there anything that Carl can't do?

Scoop ;)

No, I mean there is only one NewK, but Carl does his thing.

Just like Buzzpat:

http://i938.photobucket.com/albums/a...id/temp-34.jpg

BLASPHEMER! Off with your head!

"Lost in Translation" should be part of the Japan theater checkout! It's got it all; tallest guy in the elevator, can't sleep, bingbong crosswalks and, of course, Carl doing the commercial is just classic.

A MUST SEE for all Asia flyers:D

Ohhhhhhhhh boyyyyyyyyyy, here we go. Another BD and Marv Albert story in the making;)

Buzz, this story will cost ya at least 2 beers.........but it's worth every penny:D

Ferd