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Originally Posted by sinca3
(Post 1518650)
^^^^THIS^^^^
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Originally Posted by groundstop
(Post 1518632)
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.
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Originally Posted by sinca3
(Post 1518650)
^^^^THIS^^^^
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Originally Posted by sinca3
(Post 1518653)
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.
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Originally Posted by sinca3
(Post 1518653)
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.
They've got a great thing going with "constructive engagement." No need to worry. http://www.reactiongifs.com/wp-conte...013/08/ego.gif |
Originally Posted by groundstop
(Post 1518632)
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 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. |
Originally Posted by groundstop
(Post 1518632)
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.
They can't tell me there are going through each step before rerouting an ATL M88 crew into a CHS turn. |
Originally Posted by scambo1
(Post 1518668)
I
The real question IMO is what defines an IROP which is what reroutes are designed to minimize. In other words, FAR117 itself could be considered an IROP. |
Originally Posted by Razorback one
(Post 1518243)
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 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. |
Originally Posted by Purple Drank
(Post 1518680)
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. “Irregular operations” (IROPS) means an event(s) in the system (e.g., sickness, fatigue or 31 no-show of another pilot, weather, mechanical, aircraft type substitution, substitution of 34 pilot to be removed from his scheduled rotation or portion thereof.32 one aircraft model for another aircraft model on which the pilot is not qualified, 33 diversion, cancellation, overflight, misconnect, application of the FARs) that causes a I believe your statement is 100% correct. My point from earlier though is that if the segment doesn't enter open time, there is no coverage sequence, just a reroute. |
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