So you're assuming that SD can just erase Section 23.S.6.b. ??

6. A long call pilot who is assigned a rotation or converted to short call:

a. prior to release from a rotation, must acknowledge such assignment or conversion prior to release.

b. via telephone contact or electronic placement on his schedule on his last non-fly day (other than a vacation day) before an on-call day, must acknowledge such assignment or conversion no later than:

1) three hours before the scheduled report of the rotation, or

2) one hour before the scheduled start of the short call period.

I agree with APCLurker.

Why do you think one section is enforceable and the other is not?

That 9 hours without obligation is the heart and soul of our contractual "long call". Without it you can never silence your phone for a good night's sleep or take a flight that is longer than 2 hours or go anywhere outside of cell coverage, you can't see a movie longer than 2 hours. etc. etc. etc.

Dickson's letter just put every long call reserve on "contact short call".

His letter also relies on the PWA "Long Notice Ladder" provisions and says he's being forced to do this because it requires "any awarded/assigned rotation that is scheduled to report 12 or more hours after first attempt to contact to be assigned to an available long call reserve pilot before the rotation can be assigned to a short call pilot or any other pilot lower on the Section 23 N. “long notice ladder.”

He likes the long notice ladder and seems to think he has to follow it to the letter but what he doesn't mention is that the short notice ladder has just been completely blown away by his new memo. Sections 23.O. 2, 3,4,6,12,13,14,16,18,19,20,21,22,23,24,25 and 26 are no longer legal according to Dickson. There can never be another short notice white slip or green slip or yellow slip. That little jewel is going to require significantly more short call reserves all by itself. He's picking and choosing the parts of our PWA that are to management's advantage and just saying that the ones that work for pilots no longer exist.

I think we all see the dilemma here. Since FAR 117 several provisions of our contract no longer make sense or are in conflict with each other. It must (and will) be re-written. It is either going to be done through negotiations or by the system board or an arbitrator in a grievance procedure.
Steve Dickson can't do it in a memo. (unless ALPA let's him. We haven't heard from them yet )

 

is anyone else having trouble logging onto iCrew?

 

Yep. You don't have to wait until 3 hours prior (I never have), but you can if so inclined/can't do otherwise per our current contract.



This is where we'll have to agree to disagree. There are two clauses in our contract which will soon be contradictory. Why do we have to give ours up? They could meet "our" clause of 3 hour to show acknowledgment and 117 by changing the way they do business or agreeing to changing "their" portion of the 12 hour able to report clause. They don't want to in order to keep costs down.

So again I ask, are we going to fight for our 3 hour acknowledgment or something that is mutually agreeable, or are we going to roll over and give it up. I don't agree right now that our 3 hour prior acknowledgement just vanishes due to 117. Perhaps their 12 hour able to report could vanish instead? It can be made to work at greater expense. Again reference the case law.

Your example of:

could also be looked at as working against them as well. Substitute the statement in your example with: "Pt 117 takes care of/extends the able-to-report within 12 hours for us because we have the don't-have-to-acknowledge-until-3 hours-prior clause." You seem to be looking at it from a one-way street perspective. It seems to me that it can work both ways. And I hope that we are fighting for that other way, or at minimum, a melding satisfactory to us.


Then again I could be talking out of where the sun don't shine, but hopefully not.

 

Yep. Especially the last paragraph.

 

...crickets from DALPA...

(except for the "expectation managers" peddling their wares here)

 

I noticed the 73 has some trips from the west coast to JFK with an additional leg that puts us over 8 hours. As I understand the new rules, if you push on the second leg at JFK, get stuck on the ramp and your flight time would put you over 9 hours you become a pumpkin. Is this the correct interpretation?

 

I think that's right. That's the way I understood it.

 

If you want to see how bad it can get, Google Witter vs. Delta Air Lines.

 

I really hope that check and lurker are correct and what I have been saying is not. I understand where you guys are coming from but I keep running up against this point: When the company assigns you a long call rotation, as long as it's legal (both FAR and PWA) at the time of assignment, the contract basically says two things - you MAY acknowledge the assignment anytime up to 3 hours prior or schedule report. So, it's up to YOU when you acknowledge as long as it meets that requirement - I think we all get that. BUT, it's also up to YOU to be ABLE to report for said assignment - both physically (ie. commuting) and legally. In other words, you have to meet BOTH requirements. And in this case, they don't really contradict each other. It's just that one requirement is a lot more restrictive than the other. All the company has to do is make sure that the rotation is assigned legally.

Please, ALPA, tell me I'm wrong!!!
(Or, at least tell me something)

 

Did you ever fly with Captain WOW? I did and he was definitely quite the narcissist. IMO he wasn't a bad guy, just full of sh!t, he had to be one of the top five BS'ers I have ever met. A lot of guys couldn't stand him and his BS.