That would be true if you could fly any of those turns in 9 hours. There will be a few in the Caribbean that can be flown in 8:30. Probably only 2 or 3 max perhaps less. The company is using a 30 minute buffer. In JFK as a example there is a turn next month at 8:57. It is however doubled crewed to avoid the new hard time restriction.
On the domestic side there will be no turns. I am amazed at how often this keeps getting posted by experienced pilots. Simply go look at the block times from any East coast destination to the west coast.
JFK-LAX is just under 12 hours
JFK-SFO is over 12 hours
JFK-SLC over 10 hours
ATL-LAX is over 9 hours

There will not be any East Coast to West Coast turns. 9 hours does not allow for it. There might be some turns from DTW however even then I suspect you wont see it often. When you build trips if you pull the long legs out for turns it becomes very difficult to build the rest of the trips without increasing credit time. You could as a example build a ATL to Vegas turn. Its just a minute or two under 8:30. If you take those legs out of the trip mix for turns you more then likely see a increase in credit on other trips. You also run the risk of the crew going 32 minutes over on the first leg and having to cancel the 2nd leg. The whole oh my god we will be flying giant turns is much ado about nothing!
Even if they could fly all those cities as turns it has no effect on manning. Again this seems to be a urban legend. If you fly a 4 day trip doing transcon there is normally no credit in the trip. It takes the exact same number of pilots to fly it as a 4 day or as 2 turns. Manning is very simply. Block hours plus credit hours equals manning. Turns will have no impact on the block hour number and the long legged trips generally have no credit hence no change in manning.

 

There is no status quo when we are not in negotiations. On top of that the FAR change forces every airline to make adjustments in how they schedule. You would not win that even if we were in bitter contract negotiations.
On the flip side we are still under a court order from a prior job action. The company has no such restraint.

 

A court order against Delta pilots as represented by ALPA.

Carl

 

Thank for the reply. I can't challenge that, because I don't know the pertinent labor law. I don't recall whether APA was in negotiations when slapped with a $40+million judgment for their alleged sick-out.

 

What's your point?

 

Is that answer going to be the truth?Didn't George say contract admin told him a copy of a prescription would work for sick verification?The company said no to the prescription,so what good is contract admin?

 

You appear to be oversimplifying a rumor.

Obviously it depends on the prescription. Lots of people fly with prescriptions to manage cholesterol.

I have yet to learn of a single example of anything reasonable not being verified, even when the pilot has not exactly followed the requirements.

 

Bar,
I was out for several days this fall with a sinus infection and went to the Doctor to get it checked out. The Dr.'s note wasn't to specific so I faxed the prescription for the antibiotic along w/the note to the powers to be. I received a call from the CPO's office several days later saying that I needed to go back to the Dr. and get a diagnosis code for my sinus infection in order to have it count as verified. I contacted Contract Admin. and they said it was like playing " whack-a-mole" with the company trying to figure out from one day to the next what was considered acceptable as to verification.

 

Pretty good 737 rant from a AA pilot:

Airline Pilot Chatter: Why I hate the Boeing 737

 

"This isn't an Airbus vs. Boeing post, so I'll leave my feelings about Airbus philosophy to your imagination." - yet 5 paragraphs are about Boeing vs Airbus. Must be a union guy.