Any "Latest & Greatest" about Delta?

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  #142601  
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sinca3 , 11-12-2013 03:23 PM
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Quote:
Originally Posted by roadrunner65
There are 2 things we need to be working for right away to mitigate the unintended consequences of FAR 117. First, 5:15 should apply per calendar day, no exceptions. Second, if they are going to enjoy the flexibility of rerouting us for schedule integrity, crews should be paid for the reroute ON TOP of original rotation guarantee. IMO, they abuse the reroute already and it abrogates seniority in the bidding process. That flexibility should come at a cost to the company. Instead of getting us "prepped" for the upcoming QOL hit, ALPA needs to be reassuring the pilot group that they will be seeking improvements and solutions such as those I've just mentioned. I'm not holding my breath...
^^^^THIS^^^^
  #142602  
boog123 , 11-12-2013 03:24 PM
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Quote:
Originally Posted by sinca3
^^^^THIS^^^^
Amen Brotha
  #142603  
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sinca3 , 11-12-2013 03:29 PM
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Quote:
Originally Posted by groundstop
People are worried about re-routes. When you look at the trip coverage sequence, do you realize how far down re-routing a pilot is? It's pretty far. Green slips have to go out. They can skip all that and re-route a pilot to protect the schedule, but according to the contract, those who should have had the opportunity to green slip it should get paid.
And where is the check valve on this? There is no way to see if they offered a trip to a GS pilot before breaking it up, changing the pairing number, and assigning it to AA (airport appreciation) pilots or someone inbound on their original rotation.
  #142604  
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CheapTrick , 11-12-2013 03:29 PM
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Quote:
Originally Posted by sinca3
^^^^THIS^^^^
Salient point indeed!
  #142605  
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DAL 88 Driver , 11-12-2013 03:37 PM
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Quote:
Originally Posted by sinca3
And where is the check valve on this? There is no way to see if they offered a trip to a GS pilot before breaking it up, changing the pairing number, and assigning it to AA (airport appreciation) pilots or someone inbound on their original rotation.
I was wondering the same thing. I didn't know that what groundstop said is the case. But even if it is, how is it enforced? I don't see any way to even monitor it.
  #142606  
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Purple Drank , 11-12-2013 03:52 PM
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Quote:
Originally Posted by sinca3
And where is the check valve on this? There is no way to see if they offered a trip to a GS pilot before breaking it up, changing the pairing number, and assigning it to AA (airport appreciation) pilots or someone inbound on their original rotation.
DALPA's got this.

They've got a great thing going with "constructive engagement." No need to worry.

  #142607  
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scambo1 , 11-12-2013 04:01 PM
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Quote:
Originally Posted by groundstop
People are worried about re-routes. When you look at the trip coverage sequence, do you realize how far down re-routing a pilot is? It's pretty far. Green slips have to go out. They can skip all that and re-route a pilot to protect the schedule, but according to the contract, those who should have had the opportunity to green slip it should get paid.
I don't believe that is the whole story. It has been a long time since I've been rerouted, but I think a pilot can be rerouted from/on his original rotation with some limitations on when he gets back to base on his last day.

I think you are talking about open time.

The real question IMO is what defines an IROP which is what reroutes are designed to minimize.

Of course I could be wrong. I never have been a contract admin guy.
  #142608  
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iaflyer , 11-12-2013 04:07 PM
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Quote:
Originally Posted by groundstop
People are worried about re-routes. When you look at the trip coverage sequence, do you realize how far down re-routing a pilot is? It's pretty far. Green slips have to go out. They can skip all that and re-route a pilot to protect the schedule, but according to the contract, those who should have had the opportunity to green slip it should get paid.
Well. I see that rerouting pilots is #14 out of 29, but for some reason I think they are rerouting pilot before using "Out of Base pilots who have submitted GS #13".

They can't tell me there are going through each step before rerouting an ATL M88 crew into a CHS turn.
  #142609  
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Purple Drank , 11-12-2013 04:17 PM
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Quote:
Originally Posted by scambo1
I

The real question IMO is what defines an IROP which is what reroutes are designed to minimize.
If I'm not mistaken, an IROP can be declared by the company pretty much anytime for anything.

In other words, FAR117 itself could be considered an IROP.
  #142610  
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Hillbilly , 11-12-2013 04:21 PM
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Quote:
Originally Posted by Razorback one
Unfortunately, I know a little about the Loss Of License. Your benefit is $1200 a month. The kicker is 1year waiting period. You must appy for the LOL benefit within 90 days of when you first called in sick. I can't remember how long it lasts, and I hope I'm better before I find out. DPMA covers you for the first 12 months. DPMA is a max of 12 months and a max of 2 times in a career.
Friendly advise from your fellow DAL guy: Get your life insurance and disability insurance NOW! It can happen to you! I'm 37 years old, 2 kids and a stay at home mom, with cancer. I will be back but with CT scans for the rest of my life. I have some life insurance but should have more. I will never be able to qualify for more.
I don't want to scare anyone, but it can and does happen. Protect your family.

Razorback one
NBCSICB
Razor,

Most importantly, I wish you the best in your recovery and return to the line. I appreciate you sharing your story for the benefit of others.

As a point of clarification, it is not technically correct that you can only get DPMA 2 times in your career. DPMA was a maximum lifetime benefit of 2 years. An individual event is capped at 1 year of benefits. If you only used 6 months of DPMA for an event, you would still have 18 months of benefits available over the remainder of your career.

Over the course of a career, a pilot could have 2 events of 1 year each, 24 events of 1 month each or anything in between.
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