I do not think anyone has an issue flying. That was not the question. Many are using today's staffing as an example and that is near sighted. Going forward we will be closer and closer to the pbs staffing formula due to retirements and the restrictions of the training pipeline.

You asked why it would cut seats. I am telling you why. If DAL does not embark on a significant increase in block hrs on all gauge jets, and has a neutral block hr plan, the staffing goes down. I indicated what changes would result in this.

I also asked alf and slow if that estimation was wrong last week. Given the efficiencies gained it most definitely will result in less staffing and more block hrs per pilot. Again no on the current metrics given the fact that we are slightly overstaffed, but on the future and past ones when we weren't. I can tell you that when we were adequately staffed last year and by some accounts overstaffed, reserves we being flow well above guarantee. All of the added flying by line holders and the ability for the reserves to fly more will reduce staffing.

Its not a good or bad thing, its just a thing, and one that needs to be pointed out.

Good one you. Like I said, I recall, not that I Know.


Many years ago ASA turned down an TA and it was fixed in weeks. Different era I know.

As I have said, voting no and turning it down is an unknown that comes with unquantifiable risks, but if this thing does not meet ones mins, they need to decide if the risk is worth the reward.

As to the bolded comment above, no, they weren't. Maybe some individuals in individual categories were, but reserves across the system weren't tight at all last year.

I'm going to need more than that. I flew 140 hours on a Reserve GS last year on days off. That was 70 hours of pay and credit for about 45 hours of flying. If your doom and gloom no GS comes true, I still fly the same block and credit. No change to Reserve. The 60 hour look back still applies and if that's true today, Reserves are so under utilized there should already be less reserves now based on the numbers I'm hearing, but there are not. Line holders already fly more in peak months. Even with a 1-2 hour shift in ALV, that could be offset in many small categories with the 4:30 min credit day. The increased Credit of 3+ on a crappy 3 day means that your ALV/TLV window is changed. I hear more complaints from line holders that there isn't enough time. Maybe less line holders, but they've been saying they want the time. I don't see less reserves. I think you are oversimplifying the formula.

Can you tell me in this era how long ASA's last contract took to negotiate? And whether or not it put ASA at the top of the industry? (Hint, it didn't)

I know we were. In 2007/08 we were adequately staffed yes? It was tight then too.

How about the other questions. Do these work rules changes result in less bodies per seat even though the staffing formula and reserve required formula do not change?

Also if a reserve pilot picks up a reserve day and then is used does it hit the rolling reserves required number?

Like I said, I want to make and informed yes or no vote, and these are questions I have.

Thanks for you time.

On GS's they affect guys more senior to you.

On your flying? What jets were you on? Big one eh? The amount of work goes down greatly for reserves on those jets and I am sure you know that.

They want time because their pay is not what they want it to be. I am sure many would just fly the same amount with more pay, but some wouldn't.

Its not doom and gloom its a concern. You know unintended consequences.

It passed. It was their first TA and it took five years.

All I really see is 18 months with the NMB after asking for mediation and it only takes 2 weeks for the NMB to do what we did in 2 months and took HAL management 3 years of stalling...assuming no intermediate TA early 2015 for a pay raise for us since we would file next year?

I think bar is onto something in his LeMons racing thread. Instead of voting for a TA I think he plans on voting yes for T and A.:D