Any "Latest & Greatest" about Delta?
11-12-2013 | 03:37 PM
At home on the maddog!
Joined: Mar 2009
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From: Retired (mandatory age 65)
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.
11-12-2013 | 03:52 PM
Straight QOL, homie
Joined: Feb 2012
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From: Record-Shattering Profit Facilitator
They've got a great thing going with "constructive engagement." No need to worry.
11-12-2013 | 04:01 PM
The Brown Dot +1
Joined: Jun 2009
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From: 777B
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.
11-12-2013 | 04:07 PM
seeing the country...
Joined: Oct 2006
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From: 73N A
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.
Last edited by iaflyer; 11-12-2013 at 04:27 PM.
11-12-2013 | 04:17 PM
Straight QOL, homie
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From: Record-Shattering Profit Facilitator
11-12-2013 | 04:21 PM
Line Holder
Joined: Oct 2013
Posts: 972
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From: 7ERA
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
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.
11-12-2013 | 04:22 PM
The Brown Dot +1
Joined: Jun 2009
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From: 777B
“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
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
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.
11-12-2013 | 04:27 PM
seeing the country...
Joined: Oct 2006
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From: 73N A
I'm no contract guru, but there are two forms of reroute in the definitions section of section 23. One is "1) delete a previously scheduled flight segment(s), and/or 2) add a flight segment(s) that is not open time (including flying removed from open time)," and the other is doing that with flight segments from open time using the 23.N or 23.O open time ladder.
The first one doesn't require the segments to work through the open time ladder, so I think groundstop would be wrong. Skeds can just reroute you with any segment they want, as long as it works. The second form of reroute uses the open time ladder and segments/rotations have to follow the assignment order.
Obviously, when things are busy they'll just pull the rotations from open time and reroute pilots on the fly. Which bring us to our problem of pilots on long sits turning into defacto airport reserves (obviously you don't have to answer the phone while roaming the concourses, but they'll just reroute you via ACARS on the way into ATL or DTW, etc).
The first one doesn't require the segments to work through the open time ladder, so I think groundstop would be wrong. Skeds can just reroute you with any segment they want, as long as it works. The second form of reroute uses the open time ladder and segments/rotations have to follow the assignment order.
Obviously, when things are busy they'll just pull the rotations from open time and reroute pilots on the fly. Which bring us to our problem of pilots on long sits turning into defacto airport reserves (obviously you don't have to answer the phone while roaming the concourses, but they'll just reroute you via ACARS on the way into ATL or DTW, etc).
11-12-2013 | 05:29 PM
Gets Weekends Off
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From: 765-A
In that hypothetical example there really is no burden on the government to prove anything except to itself. It can then very easily claim constitutionality while ruling any way it wants to on anything and self declaring itself the final arbiter. The whole thing is based on honest checks and balances and states have to have a way to challenge and in some cases nullify gross over reach. The interstate commerce clause is one of the most abused "butterfly effect" intellectual over reaches in the courts because since everything effects something in some way eventually, its automatically dubbed interstate commerce.
Give me an example of any hypothetical law, power or over reach of the federal government and I can very easily bend it in a sentence or two with interstate commerce and/or general welfare. Add in a constitutional amendment to correct it and in 1 or 2 more sentenences I can effectively nullify any limitation you can think of. So yes, we all want a fair system of dispute resolution, but when the system is corrupted and constantly rules in favor of itself the source of the power that is lent to it will progressively begin to challenge the process.
The pendulum has swung way, way too far in the other direction and a return to a constitutional center is long over due. Interstate commerce and general welfare are being used to erase the 9th and 10th amendments in their entirety.
Give me an example of any hypothetical law, power or over reach of the federal government and I can very easily bend it in a sentence or two with interstate commerce and/or general welfare. Add in a constitutional amendment to correct it and in 1 or 2 more sentenences I can effectively nullify any limitation you can think of. So yes, we all want a fair system of dispute resolution, but when the system is corrupted and constantly rules in favor of itself the source of the power that is lent to it will progressively begin to challenge the process.
The pendulum has swung way, way too far in the other direction and a return to a constitutional center is long over due. Interstate commerce and general welfare are being used to erase the 9th and 10th amendments in their entirety.
I understand where you are coming from with the Commerce Clause and the General Welfare Clause, but your example referenced the First Amendment. With that, I can assure you, the burden of proof is on the government to prove that its law/regulation is at the very least reasonably related to a legitimate governmental purpose. (But, the way you lay it out, the government would be held to an even higher standard than that.)
From your post, I'm gathering that you believe the Supreme Court is part of the federal government, thus part of the problem. But, from what I've learned, the Court takes First Amendment challenges very seriously. The government has to walk a very tight rope when it tries to regulate speech. In the past, while some regulations of speech were upheld, most failed to meet constitutional muster. So, I can just about assure you that your EPA example of regulation would be struck down.
11-12-2013 | 05:59 PM
Straight QOL, homie
Joined: Feb 2012
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From: Record-Shattering Profit Facilitator
Changing the subject: What does the company want from us in 117 negotiations?
The status quo is that pay/flight time starts concurrently. However, the reg states that flight time starts when the plane moves under its own power--not the tug's.
Perhaps this is a chance to get "door pay"...with the caveat that our flight time doesn't count for duty purposes until the airplane taxis. Is that "latency" significant enough to merit a contractual change? "Latency...." where have we heard that before?
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