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Originally Posted by scambo1
(Post 1361126)
Just so I understand what you are saying: During the 3 year lookback regardless of what the imbalance is, there is no violation. Then, DAL has a full year after that to "cure" the imbalance - still with no contractual teeth until the end of that year (cure period).
Originally Posted by Bucking Bar
(Post 1361140)
Our contract provides an example in it's language:
"If the Company’s EASK capacity share is out of compliance with its minimum 11 EASK allocation for the three-year measurement period ending March 31, 2014, then the Company will return its EASK capacity share to compliance with its minimum EASK allocation for the three year measurement period ending March 31, 2015." According to D-ALPA's published work; we are at a 1.4% deficit which needs to be cured by March 2014. That is the equivalent of 9 daily flights to the Euro zone daily, IF IF IF nothing changes on the AF/KLM/AZ side. But, Air France and Alitalia turned in some ugly numbers and Alitalia's growth spurt would appear to have run its course. The other way to bring this into balance is a decrease by our European partners. Just as ACL65 alluded to, an European pull down is likely with some marginal growth by Delta may bring this into balance. (thanks to the Delta MEC for publishing it's work from our most recent MEC meeting) Bar is referencing the IAAC presentations from the MEC meeting that are on their Committee page. There are some good historical graphs and information in these slides that illustrate where the average EASK balances have been pre and post AZ in relation to total EASK's on a percentage basis. Their presentations add some levity to the information. Bar also quotes the deficit in EASK's on a flights needed basis that is in the open for all to see in this report. Its termed as 9 daily DTW_AMS flights in a 333 to be in complaince by March 2014 (April 2013-March 2014) and three DTW_AMS daily flights in a 333 by March 2015 (April 13-March 15) This assumes no changes on the AF/KLM/AZ side. They can and most recently have pulled down flying. As Bar further points out 47.5% would have been our share with adding in the AZ EASK's to the AF side of the JV. 50% was negotiated by DALPA and in turn Delta. We pulled down more than AF over the last few years. Their National Labor laws are more than likely partially to blame. Now that these laws have changed, we will see how they adjust their timetables, and how overall complaince on a EASK basis adjusts over the remainder of the measurement and cure period. Point is, the MEC and IAAC put together a very honest presentation for the MEC and in turn posted it on their website for the line pilots to see. Good on them. Go take a look at it. There are two reports there that were added a few days ago. Go read both of them. |
Originally Posted by filejw
(Post 1361143)
Agreeing to any concessions when the company came to us early explains to me why DPA is so popular. The excuse for res going to ALV plus 15 because of long WB trips is weak. Ever hear of the tail wagging the dog? Just letting those long trip be split like NWA did instead of giving a concession was the answer.
DPA self destructed a lot like W and the IRAQ shock doctrine! Ill listen to any alternative to ALPA but IMHO lots of good people trying to get DPA running but a few with machine gun lips and agendas made DPA not so popular. |
Originally Posted by johnso29
(Post 1361156)
I thought reserve guarantee was ALV-2. So in your example, wouldn't said reserve be done at 79:59 since his guarantee is 78 hours? :confused:
You're good for a 17:01 trip then! IIRC rsv guarantee does not go above 78, amirite? So if ALV is 82, then you can be taken at 77:59 for a 19:01 trip instead. |
Originally Posted by gloopy
(Post 1361196)
For those of us that went to public school could you spoon feed that in cave man terms please? :)
http://mascot.crystalxp.net/png/auti...rain-20825.png |
Originally Posted by Bucking Bar
(Post 1361158)
Three years was a big carve out, but it was allowed because we had airplanes down for mod lines and we picked up nearly 2% as Alitalia came into the mix. I think most concur that the measurement window needs to be tightened. A 12 month rolling average make sense as airlines adjust their seasonal flying for different parts of the World. |
Originally Posted by Herkflyr
(Post 1361077)
Contrary to many recent posts, I see most reserves are sitting at home getting paid to grow a beard. Most widebody reserves aren't getting close to half the ALV, much less to the ALV. "Yeah but wait till summer" you say. Well, hmmm..., isn't that how things always are in this industry? Summertime flying picks up and pilots fly more? Or did I miss something?
The entire ALV+15, while I admit concessionary, isn't going to be nearly as onerous as you think, due to those pesky things called FARs. There is no way a domestic pilot is going to be flying 95 hours a month except as a statistical outlier--it certainly won't be the norm. Further, the 7 short call thing only takes effect when the new FT/DT rules are in effect, which limits any short call (domestic or international) to 14 hours. The true reason for ALV+15 was the long 12-14 day trips flying to the Pacific that in the summertime frequently are worth 85+ hours. Under the old contract if a pilot sicked out of one of those, not one reserve in the entire airline would be eligible to be assigned it, even if he had 15 or more continuous on call days, because you could not be assigned a trip that would cause you to exceed the ALV. In prior eras, DAL (south) rarely had such trips, but the NWA side always did. I do not believe it is unreasonable for the company to expect a reserve with zero hours to be assigned a published trip completely over his on call days. Any reserve in a WB category whose line started out with 18 straight on call days (which is common in such categories) should be eligible for such. Apparently the thinking on this forum disagrees. As for "reserves are going to be slaughtered." I disagree. Reserves flying a bunch over summer?...yes, but isn't that what the airline industry is all about? At least now they have the calendar day average going for them, which applies to reserves and deadhead-only duty periods. While not perfect, now a two-day trip is always worth at least 9 hours to a reserve, where it might have only been worth four before! Last, despite lots of complaints here, I believe that we would have furloughed long ago except for two things: RA truly doesn't want to rock the boat with all the strategic moves he has in mind, and I think he has accepted the price of peace by having temporarily surplus pilot staffing. The contractual provision that mandates the company remove all seats over 70 from every DCI aircraft if mainline so much as furloughs one pilot. Further, this isn't subject to force majeure and is much more effective than a blanket no-furlough clause which we have all seen is about worthless. If management wants the 76 seaters so bad--and apparantly they do--then it will be costly indeed to furlough anyone from the mainline. This is kind of a big issue with me on the PWA outside of Section 1. If you have 7,000 credit hours you need to have flown by reserves, with a cap of 70 hours you'd need 100 reserves. With a cap of 80, you need 88 pilots and with a cap of 85 you only need 82. That flying is done by fewer pilots, not moved over to regular pilots. (sorry, digress from your post) When I said weekend reserves being slaughtered, what I mean is right now and for months those pilots have routinely flown into buckets 3 and 4 while weekends off pilots may have flown accumulated a grand RAW score of 0 and 0 SCs. The disparity there is huge and has been since the weekend coverage numbers were changed. Now this will be the first summer with the new ALV+15 which they have not had until recently. This crowd are the reserve pilots that get assigned 4 days the day before they start reserve and never sit SC unless it's after a trip. If you had 4 weekends in the month these weekend warriors might fly 3 four days in the first three weeks and head into week 4 with 69 hours. Before they were done, now they can do another 4 day and go to 92 hours. It's not 95, but it's close. As to why we didn't furlough, I agree, there is the traditional labor peace aspect of let's not put people on the street but also prior to becoming one merged airline which side would they have furloughed from? That would've been a disaster. |
FTB, I'm a weekends off pilot and have sat 6 short calls- flown 4 of those. In February!! Summer is going to be fun...
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Originally Posted by johnso29
(Post 1361153)
Can they? If reserve pay is ALV-2(ALV 82), & the reserve is at 80 hours credit then isn't he full?
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Whoops, ftb is right! I thought rsv guarantee maxed at 78, it's 80.
At 79:59 you're on the hook for another 17:01 of credit involuntarily. |
Originally Posted by 80ktsClamp
(Post 1361235)
FTB, I'm a weekends off pilot and have sat 6 short calls- flown 4 of those. In February!! Summer is going to be fun...
I think you know they're short when you're getting trips without SCs. |
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