Since when does the Detroit Lions use United as their charter company? Saw the 757-300 in MSP today and it was headed back to Detroit. Pretty sad this isn't on Delta.

Anyways....GO PACK GO!

 

Check out the FAR 117 Resource Library link on the home page of the Delta pilot website. Lots of info including a webinar, Scheduling Alerts like Scheduling Alert 13-10-FAR 117 Fitness for Duty and Reserve Rules, FTDT Training Presentation, an FAR 117 Video, etc.

 

His "uniform" hat is a helmet.


Tr

 

You aren't really grasping the crux of the question, and ALPA hasn't been as explicit as many of us would like.

Bottom line is this. We already know that the last day-off schedule check is gone as of Dec 31. If a pilot is on reserve Jan 1 he or she starts long call at midnight. Here is the central issue. Right now, contractually that pilot can remove himself from all contact with the company at midnight, so long as he checks his schedule NLT 0900, in a using a most-conservative assumption that exactly at midnight scheduling assigned a trip with a 1200 report--and contractually a reserve must acknowledge a trip assignment NLT 3 hours prior to report.

Steve Dickson is trying to decree by memo that that provision of the contract really doesn't apply any more due to FAR 117. ALPA certainly disagrees. So...what is a reserve who goes on long call at midnight on Jan 1 supposed to assume in terms of his contact obligation? Explicit and specific guidance would be welcome.

 

It's always worked OK for me. This year I did the pre season sale to save 10 bucks and they have you download everything through October. Then when I'm done this month I download the Nov and Dec data. I'll be honest that it is kind of a cumbersome process to do it twice and get it all uploaded, but when it's done you get a nice report and you will have it in less than a day.

 

Hell yeah! Go Pack Go!

PS Cutler sucks.

 

exactly..i wish alpa would just come out and say what we HAVE to do on reserve. I guess this is because they're still negotiating. they'll probably reach some secret agreement tomorrow and then we will have some more of the PWA taken away.

 

Assuming that's not the case, have any of you int'l guys figured out the best way to play this new fog and friction?
Is it best to bid reserve with the off days on the front end and try to roll some thunder?
Or, is it better to try GSWC?
The money's obviously better GSWC, but it's so far down the coverage priority, I'm looking for success, not hope...
Ideas?

 

Thank you. Yes, I know the rules. I'm just wondering why they have not been exactly laid out to the line pilot. It is simple, and disastrous to the company if everyone knew it to be factual. If they told everyone to acknowledge 3 hours prior, and no earlier, it could be a big deal.

 

It wouldn't hurt ALPA to do exactly as you describe. Put it in plain English:

This is what you had to do before FAR 117

This is still what you have to do. This is what you don't have to do.

SD put out an all pilots memo which in effect stated "This is what you have to do now, and I don't care what our contract says."

You would think ALPA would have had enough time now to have formed an appropriate response. Well, I guess in their minds they have. But it is awfully weak, IMO.

My impression at this point: SD laid it down and dared ALPA to be as brazen as he was. And brazen in his mind and ALPA's mind would be to simply state the outright facts as spelled out in the contract and how SD's decree does not agree with the PWA. But his assessment, apparently at this point, was right on the money: ALPA won't go toe to toe. ALPA has done enough to check the box but not in a way to upset the apple cart of harmony. Had ALPA spelled it out for all reserves the company would be sweating buckets. As Flamer pointed out, this is capital that is being squandered. Why? There has to be a reason. I know, I know, I need to volunteer my time so I can "understand the process."