Originally Posted by scambo1 (Post 1364738)

They weren't wrong either.

What I hear you saying right now is hang on to your DAL stock everybody its gonna make you rich.

If you can avoid getting greedy by not trying to squeeze the marginal penny out of your stock, you'd be looking at this as a sell opportunity.

DYODD, YMMV. This is not investment advice.

Originally Posted by alfaromeo (Post 1364744)

To answer your questions, G in the manning formula does represent both block and credit hours.

As for the bolded idea, it comes from my year and a half+ as the absolute plug in CVG on M88A back in the late 90's. That was when we had the true seniority system where I could work every day and the senior reserve pilots could do nothing. Not only did I work a lot, but I got the junky trips that were a lot of DH to SDF, layover for 12 hours then fly back to CVG, total trip worth was nothing, so I couldn't even break guarantee. My worst month was a July when after two four day IA's I told the scheduler no mas when I was given another 4 day IA.

That experience was what led to the RAW formula and the Manning Formula both containing factors for duty periods worked and not just hours flown. If you have been on the road for 14 days you have worked plenty, even if you have very low block hours.

That is why I thought of this "carry over RAW" formula. With the RAW bucket system, the most junior are the first to fill up and therefore are the most likely to end up with flying beyond the ALV. Doing that month after month will get old quick. So it wasn't a brilliant insight, that lesson was pounded into my thick skull over 18 months of being the scheduler's beeyotch.

Originally Posted by caddis (Post 1364773)

Question on short calls. If you are assigned back to back short calls how much of a break do you need in between? Can you get off at midnight and then start at 0100?

Originally Posted by alfaromeo (Post 1364522)

If you want something to talk about, you might want to consider that while the average will be greatly lower, there will be A SMALL number of pilots that exceed the ALV in any given month. The question would be, how to ensure that the same guys don't get hit months in a row. Maybe you should consider trying to change the RAW system so that hours/duty periods over the ALV in a month carry over to the next month, so that someone that got hit in June, doesn't get hit again in July. That would probably be a better use of your time.

Originally Posted by MrBojangles (Post 1364803)

I would LOVE to change the raw buckets, but the company and ALPA will have nothing to do with it. Why does bucket 1 have to be 0-80? That's a ridiculous number that is hard to achieve. You can sit 5 short calls, have a trip or two and still be in bucket number 1.

Originally Posted by The Cavalier (Post 1364748)

Have LEC CA/FO rep positions always had votes that required meeting attendance? I seem to remember that my last airline, also an ALPA carrier, had a mailed ballot or an on line option via ballotpoint. I could be wrong. It's a little ridiculous to think that during this day in time votes must be done when physically present. We vote for TA's on line.

Originally Posted by bigbusdriver (Post 1364815)

I get why the company wants it but why ALPA? I thought it was a bankruptcy concession?

Originally Posted by johnso29 (Post 1364817)

In order to have a ballot vote the NYC FO Rep would have needed to resign by 2/28. Since he waited until 3/1, it's now a vote to be taken by only those present at the special meeting.

Originally Posted by johnso29 (Post 1364817)

In order to have a ballot vote the NYC FO Rep would have needed to resign by 2/28. Since he waited until 3/1, it's now a vote to be taken by only those present at the special meeting.

Originally Posted by johnso29 (Post 1364817)

In order to have a ballot vote the NYC FO Rep would have needed to resign by 2/28. Since he waited until 3/1, it's now a vote to be taken by only those present at the special meeting.