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Originally Posted by DLpilot Pilots do not buy airplanes. However, we can control what they cannot buy!
Originally Posted by whitt767
(Post 1201884)
We wish we could...
Sure pilots are rich and all can afford to buy their own airplanes... FOR SALE - One Slightly used airplane. Make Offer. :cool: http://i1218.photobucket.com/albums/...apairplane.jpg |
Capt Steve Mayer speaks for me...maybe I should go back to being MSP-based.
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Originally Posted by casual observer
(Post 1201771)
anybody else heard a rumor about 777's or heavy airbus acquistions
Nu |
Originally Posted by forgot to bid
(Post 1201814)
Waiting for the announcement that the completion of the JFK terminal is contingent on us passing this TA.
http://demotivators.despair.com/demo...emotivator.jpg |
Originally Posted by forgot to bid
(Post 1201814)
Waiting for the announcement that the completion of the JFK terminal is contingent on us passing this TA.
If we pass the TA, they will destroy T-3 and end up spending 1.5B to end up with almost the same number of gates and a massive marketing alleyway so double breasted AirTran pilots can ride the brakes in our new 717's pulled by electric tugs in a "silent drill team" show to keep the pax distracted from the longest walk in the world from T-2 to T-4. |
Haha just another example of some S U P R E M E wording in the contract as presented in today's NNP:
"The number of days of availability for which the pilot will be responsible will be based on the difference between his projection and his guarantee. These days will be placed on his line by mutual consent, if possible, and otherwise at the discretion of the scheduler." Max Reserve Currently, a reserve pilot can be assigned flying not to exceed the ALV. Once his projection is within two hours of the ALV, he is considered “FULL,” and is no longer required to remain on call for the rest of the bid period. The TA will increase the amount of flying to which a reserve pilot can be assigned to ALV + 15:00. However, he will be considered FULL when his projection equals or exceeds his reserve guarantee. Consider, for example, a pilot who has two weeks of vacation and is awarded a reserve line. His reserve guarantee will be set at approximately 38:00 (depending upon the ALV and the number of days in the bid period), and his line will contain approximately nine on-call days. Under the current PWA, this pilot must remain on call until his projection is within two hours of the ALV. Under the TA, he will be FULL once his projection reaches 38:00. Overall, this combination of reserve guarantee, number of X-days, and limits to short call are unequalled in the industry. Furthermore, unlike the changes to the bid period lengths and the ALV, increasing max reserve will have no effect on reserve staffing. The contractual staffing formula adjusts to reserve duty periods worked and reserve plus premium hours flown. The formula creates an average of 60 hours and corrects to that number. If reserve and premium hours flown grow, then the staffing formula adjusts up proportionally, driving a requirement for more pilots. Regardless of max reserve, the staffing formula will not allow pilots to average above 60 hours over time. The TA provides for an Average Daily Guarantee (ADG) that guarantees a minimum of 4:30 per calendar day on which a rotation operates. The ADG will apply in addition to the 5:15 DPA, but does not apply to the first day of a rotation if the rotation reports at or after 2200 or to the last day of a rotation if the rotation releases at or before 0200. Importantly, it will apply equally to both regular and reserve pilots. Put another way, the bid period changes reduce the gap between summer and winter flying from 22% to 19%, and the ALV/TLV changes further reduce the gap to 17%. These changes will likely result in a contractual staffing reduction of approximately 300 pilots. However, the Pilot Retirement Medical Account Program (See Negotiators’ Notepad 12-07) and other changes to the PWA such as the increases to the staffing formula and to vacation and CQ training pay are expected to more than compensate for this reduction. Since the merger, the difference in total flying between peak (summer) and non-peak (winter) months has grown due to the greater presence of international operations in our network. This difference currently varies between 19% and 22%. The current ALV window of 72:00 to 82:00 was designed for a 14% gap such as existed prior to the merger. Normally, the Company staffs to adequately cover the months of peak flying, usually July and August. As flying decreases throughout the remainder of the year, and in spite of lower ALVs, more junior pilots in each category become unable to hold a regular line. This causes excess reserves to develop. As the remaining regular line holders strive to pick up open time, an increased number of reserve line holders fly progressively less. In order to assist in smoothing flying between peak and non-peak, the TA includes shifting one day of flying from July to April and one from August to September, by adjusting the bid period start and end dates as follows.... |
Couple of questions:
1.) So, in 5 years, those 300 pilots probably would have retired anyway, but the "productivity increases" will still remain. And this is a good thing? 2.) There is a formula to protect us, so we can keep the same amount of reserves. So, if that's the case, why even have the productivity increases at all? |
The 12-08 NN that just came out is the worst so far. Solidified my voting position for me.
I feel like I'm buying a used car. |
Originally Posted by newKnow
(Post 1201997)
Couple of questions:
1.) So, in 5 years, those 300 pilots probably would have retired anyway, but the "productivity increases" will still remain. And this is a good thing? 2.) There is a formula to protect us, so we can keep the same amount of reserves. So, if that's the case, why even have the productivity increases at all? Why not put monetary penalties paid directly to pilots when minimum hard caps (wait, let's not use the term "HARD CAPS" or "hard caps"....ALPA has minimized the meaning of that phrase)....OK lets say diamond plated titanium limits that if broken result in $3000 in every pilots pocket per month not adhered to. Nah, ALPA will tell you management won't agree to such things. It has been accepted that the spirit of any agreement should allow management to move it based upon this ratio (1 inch = 1 mile). I'll let you guess which side we are on.:mad: |
Originally Posted by Elvis90
(Post 1201909)
Just arrived in ATL for my first day as an ATL-based MD-88 FO. I happened to walk in the pilot ops area during ALPA's presentation of the TA. Lots of contentious questions.
I was waiting by the hotel van area and a captain sat down next to me. We struck up a conversation about the TA. I asked him about his opinion, and he is voting yes. I listened while he talked about scope & pay saying that this is good enough. Then he asked me my opinion. Boy, did he get hot under the collar...even began comparing our education levels. I was being respectful, but his responses were typically, "didn't you hear what ALPA said?" The 50-seat jet issue is the big question...he talked about trading them for 76-seaters...why not flown by Delta pilots? Why not trade with Bombardier to get C-series jets flown by Delta pilots? The company has stated that 717's are replacing 50-seaters' lift. I think they could do the same in lieu of 76-seaters. Then we talked about inflation. He did not want to discuss it. I said in effect, we're getting a 10% pay raise at the end of 3 years due to inflation. We discussed the fact that the company approached ALPA for a deal...and if we wait 6 months it all falls through in his mind. I shook his hand and thanked him for chatting after my van showed up. Out of curiosity, what was the education thing about?? |
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