Any "Latest & Greatest" about Delta?
12-31-2013 | 09:20 AM
Line Holder
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I heard that if you call the union scheduling hotline they'll tell you that you can either check your schedule at 3pm on your off day like we've always done, or not look at it and if you are illegal for a morning trip, they PD it and you don't get paid. It sure sounds like the company is requiring us to do a schedule check on the off day (if you want to get paid). I'm pretty sure the FAA would have a problem with that.
12-31-2013 | 09:23 AM
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I think DALPA has handled it correctly so far. Management has staked out their position and we have made ours clear as well. Nobody has taken any action yet.
It would be wrong and probably illegal for the union to come out and advocate "no acknowledgments until three hours prior" before management has taken any actions of their own.
As soon as Dickson docs someone's paycheck then the door will have been opened.
Until then, I think it is the smart move to remain calm.
Let flight ops be the first ones to resort to "self-help". After that, Donatelli will be free to react.
It would be wrong and probably illegal for the union to come out and advocate "no acknowledgments until three hours prior" before management has taken any actions of their own.
As soon as Dickson docs someone's paycheck then the door will have been opened.
Until then, I think it is the smart move to remain calm.
Let flight ops be the first ones to resort to "self-help". After that, Donatelli will be free to react.
12-31-2013 | 09:35 AM
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From: Just happy to be here Boss!
Sorry if this has been discussed and I missed it...lots of green slips going out for trips tomorrow in several categories. Strange thing is, when one checks avail. List, there appear to be many reserves on call to take those trips. I have to assume this has something to do with 117. Why is this happening??
12-31-2013 | 09:52 AM
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From: 747-400 Captain
You also have to consider that we are in direct negotiations with the company on this issue. If those negotiations are progressing and it appears a agreement is possible then you don't kick them in the teeth. If negotiations are going no where then you take stronger actions. I believe the focus in those talks from our end is to improve the daily minimum to offset 30 hour layovers.
I know you'll ultimately always come down on management's side no matter what. That's what you do. But you're advocating the worst kind of negotiating tactics when you advocate not fighting fire with fire. Showing the weakness you advocate in the face of being kicked in the teeth by management will only lead to more aggression and disrespect from management.
Weakness, fear and hand wringing is not a strategy sailingfud.
Carl
12-31-2013 | 10:48 AM
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Then why did management kick us in the teeth with that memo which specifically violates our contract? A memo they wrote DURING negotiations.
I know you'll ultimately always come down on management's side no matter what. That's what you do. But you're advocating the worst kind of negotiating tactics when you advocate not fighting fire with fire. Showing the weakness you advocate in the face of being kicked in the teeth by management will only lead to more aggression and disrespect from management.
Weakness, fear and hand wringing is not a strategy sailingfud.
Carl
I know you'll ultimately always come down on management's side no matter what. That's what you do. But you're advocating the worst kind of negotiating tactics when you advocate not fighting fire with fire. Showing the weakness you advocate in the face of being kicked in the teeth by management will only lead to more aggression and disrespect from management.
Weakness, fear and hand wringing is not a strategy sailingfud.
Carl
12-31-2013 | 11:17 AM
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I don't think Carl or anyone else is calling for a work slow done or walkout. Just an equal amount of pushback in response to the company's position.
12-31-2013 | 11:18 AM
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From: DAL 330
I'm sorry, but you have this backwards - the nine hour response window is just a means to ensure the pilot is able to meet the NLT 3 hour requirement. The NLT 3 hours is the contractual requirement - NOT the nine hours.
From the Scheduling Reference Handbook:
"This effectively means a long-call pilot could turn off his phone for as long as nine hours, provided he then checks his messages and/or schedule in order to comply with the above requirements for acknowledgement."
In other words, as long a pilot checks his schedule every nine hours, he will be ABLE to comply with the NLT 3 requirement. It does not mean that there is actually a 9 hour window. The ONLY requirement is the NLT 3 hours - period.
Now, would an arbitrator agree with the reasonableness of waiting right up to the 3 hour limit? I have no idea, but I'd hope so since it's the only contractual limit actually we have.
From the Scheduling Reference Handbook:
"This effectively means a long-call pilot could turn off his phone for as long as nine hours, provided he then checks his messages and/or schedule in order to comply with the above requirements for acknowledgement."
In other words, as long a pilot checks his schedule every nine hours, he will be ABLE to comply with the NLT 3 requirement. It does not mean that there is actually a 9 hour window. The ONLY requirement is the NLT 3 hours - period.
Now, would an arbitrator agree with the reasonableness of waiting right up to the 3 hour limit? I have no idea, but I'd hope so since it's the only contractual limit actually we have.
Dash,
You are missing the point. Most Pilots don't care about the ability to respond as late as 3 hours prior to report. What is important to most reserve pilots - me included is QOL and not being on a short tether.
What would rather have?
A 4 hour response and maintain the ability to acknowledge NLT 3 hours prior to report - what you saying is the "ends" of our contractual wording.
Or have a 19 hour notice, even if it requires acknowledging 10 hours prior to report.
It is not the NLT 3 hours wording that is important, it is the amount of notice, and the length of the response "leash" currently 9 hours that we need to protect.
Scoop
12-31-2013 | 11:37 AM
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From: SLC ERB
Dash,
You are missing the point. Most Pilots don't care about the ability to respond as late as 3 hours prior to report. What is important to most reserve pilots - me included is QOL and not being on a short tether.
What would rather have?
A 4 hour response and maintain the ability to acknowledge NLT 3 hours prior to report - what you saying is the "ends" of our contractual wording.
Or have a 19 hour notice, even if it requires acknowledging 10 hours prior to report.
It is not the NLT 3 hours wording that is important, it is the amount of notice, and the length of the response "leash" currently 9 hours that we need to protect.
Scoop
You are missing the point. Most Pilots don't care about the ability to respond as late as 3 hours prior to report. What is important to most reserve pilots - me included is QOL and not being on a short tether.
What would rather have?
A 4 hour response and maintain the ability to acknowledge NLT 3 hours prior to report - what you saying is the "ends" of our contractual wording.
Or have a 19 hour notice, even if it requires acknowledging 10 hours prior to report.
It is not the NLT 3 hours wording that is important, it is the amount of notice, and the length of the response "leash" currently 9 hours that we need to protect.
Scoop
12-31-2013 | 11:53 AM
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From: Light Chop
I mean in may be my opinion only but I think all of the pilots on this forum rock. They should be well paid and they should, as always, demand clarity from our company and our union contract folks to ensure whatever we are doing we are doing correctly. Right now, I'm confused and my hands have a lot of butter on them from the popcorn I'm eating waiting for a real solution.
12-31-2013 | 12:53 PM
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From: 747-400 Captain
Carl
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