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Originally Posted by sailingfun
(Post 1298312)
Tomorrow is however the busiest travel day of the entire year.
Actually we are busier most days in the summer. You are just repeating an often misleading and mistaken quote from our wonderful news media. The actual numbers show a much different story. As far as reserve goes.... Since the new and "improved" contract I have seen a dramatic uptick in short calls. Most have been at the beginning of the month. After 5 or 6 short calls I have flown more than usual. My seniority before and after the contract has not changed in regards to bidding. There are no more or no less people choosing to bid reserve that are senior to me to skew the data. It is my opinion that scheduling has just gotten better at figuring out how to effectively manage and use us all. |
Originally Posted by flyallnite
(Post 1298298)
A new Flt Ops policy states the pilots should make a PA to the pax every 15 minutes of a delay, including prior to boarding at the gate. So, I'm wondering, if we aren't getting paid while the plane sits empty at the gate, and we are now obliged to stand at the ticket counter in full uniform during a delay making announcements along with ACS, will this be reflected in our pay?
I'm not against the practice, but now that the company has codified it in the FOM, doesn't this 'break the veil' of suggested vs mandatory work obligations? For example, if you sign in for a trip and find out that your departure time has slid 2 hours, according to this FOB you'd be obliged to head to the gate ASAP to get started on the PA making. No mention of international differences, so one must assume this applies in Accra as well as Akron. I'm thinking that according to our contract, if I HAVE to be someplace and do something specific to my job, that I should be paid for it! I don't see any difference between this and say, being obligated to load baggage between flights or grab some wands and marshall in my outbound equipment. I'd be glad to help if I have time, but it's not my job and therefore I shouldn't be REQ'D to perform it WITHOUT COMPENSATION. |
3. “Flying,” “flown,” “flies,” and “fly” for purposes of Sections 4, 12, and 23, means: 11 a. operation of a flight as a cockpit crewmember, and/or 12 b. a deadhead by air.
Section 4 is Compensation. Section 12 is Hours of Service. Section 23 is scheduling. There is no section entitled "Airport Customer Service Duties". Again, I'm not against teamwork or PA's in the gate. I AM opposed to non contractual job obligations without negotiated pay. |
Actually you are getting paid. I think its the old 3-1/2 to 1. In the old days when Delta didn't have their Cray Research Super Computers, pilots (the junior pilot or FE) had to do the yellow pay sheets. Lots of different pay rigs were involved and the last one that applied was the 3-1/2 to 1. It seems that the block time is the highest priority (regular line and then reserve) and then trip pay (someone else can chime in if they know the formula but I was thinking it was 1 hour prior to 30 min after block time) and then finally trip pay which was sign in to sign out divided by the 3.5) Trip pay became a player during IROPs or anytime there was a major sitting around time.
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You can bet that if the agents were union, you would not be able to make ground annoucements..go figure.
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Originally Posted by iceman49
(Post 1298337)
I thought I read in the policy that the pilots will coordinate with the gate agents to make gate and cabin PA's....don't think you have to leave the flight deck to do them.
Thats all PRIOR to boarding, and so that's from the gate PA... where you'll be REQUIRED to be, in uniform, until you board and push or cancel. |
Originally Posted by Cohiba
(Post 1298341)
Actually you are getting paid. I think its the old 3-1/2 to 1. In the old days when Delta didn't have their Cray Research Super Computers, pilots (the junior pilot or FE) had to do the yellow pay sheets. Lots of different pay rigs were involved and the last one that applied was the 3-1/2 to 1. It seems that the block time is the highest priority (regular line and then reserve) and then trip pay (someone else can chime in if they know the formula but I was thinking it was 1 hour prior to 30 min after block time) and then finally trip pay which was sign in to sign out divided by the 3.5) Trip pay became a player during IROPs or anytime there was a major sitting around time.
BUT!!! If you put that in writing that I have to be at the gate, in uniform, every 15 minutes, while the airplane is somewhere over Iowa, now a line has been crossed between teamwork and scope of work. There is a BIG difference between the two. We're not talking about a form you can fill out on a layover. We're talking about you being required to be someplace other than the airplane (your duty station) in uniform, performing a specific job that is not addressed in the contract for no pay. There is no precedent for that at Delta. |
Cohiba is correct 1 and 30, and it is 1 for 31/2, the sheets were white, and"stewardesses" were required to give you report of pay- meal expense forms, at the end of a 4 day, you could bale the amount of paper you had. Changing girls(yes,girls) maybe 8 times- DAL enforced chastity program....
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Originally Posted by flyallnite
(Post 1298347)
I don't think you are understanding scope of work. A pay sheet is part of a pilots job, like an FCR, and was addressed in the contract. Customer service obligations in the airport terminal, fueling, baggage handling etc are not addressed in our contract. If you want to do optional work, such as getting strollers, that's great! I support that... It's part of what sets us apart.
BUT!!! If you put that in writing that I have to be at the gate, in uniform, every 15 minutes, while the airplane is somewhere over Iowa, now a line has been crossed between teamwork and scope of work. There is a BIG difference between the two. We're not talking about a form you can fill out on a layover. We're talking about you being required to be someplace other than the airplane (your duty station) in uniform, performing a specific job that is not addressed in the contract for no pay. There is no precedent for that at Delta. |
I don't know about you guys, but I'm going to start working on my Harbor Pilot ticket!
I wonder how many PA's they have to make when they are running 15 min. late. Salary Nationally, harbor pilots average more than $400,000 per year. This translates to $192.31 per hour. The pilot's contract might also include allowances for travel or extra pay, called adjustments, that are not included in wages. Pay Increases A harbor pilot's salary rises each year by the percentage -- usually 6 percent -- specified in the collective bargaining agreement. The only considerations affecting the harbor pilot's salary are his relative seniority in the collective bargaining agreement and the number of years he has served under that agreement. |
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