Originally Posted by Boomer (Post 1552540)

I've only been flying Delta passengers around Delta hubs for about a decade, but something I've noticed is that every year when the first real snow hits, a good chunk of the new rampers walk off the job.

Originally Posted by Justdoinmyjob (Post 1552344)

Thanks for the correction, although, I still think it's messed up. Having access to both ways of doing it, which does your wife think is the better way?

Originally Posted by Boomer (Post 1552540)

I've only been flying Delta passengers around Delta hubs for about a decade, but something I've noticed is that every year when the first real snow hits, a good chunk of the new rampers walk off the job.

Originally Posted by Bucking Bar (Post 1552550)

Lets see, they work in an outsourced position ... so where is their loyalty?

Airlines and airports got a waiver so that airport employees in Washington don't have to be paid minimum wage ... .

Is it any wonder?

Originally Posted by ranger3484 (Post 1552449)

Anybody know what's going on with the DC9? I understood its last flight is Jan 6, but if you look at the open time a bunch of flying just popped up. They have flights on the 9 until Jan 21. This is recently added open time. Is this simply a place holder to sub out to other equipment or are they keeping it around for a bit longer?

ranger

Originally Posted by Spudhauler (Post 1552578)

I could be wrong, but I think Alaska doesn't have their own rampers like DAL does, and the company they use doesn't pay well at all.

Originally Posted by JungleBus (Post 1552596)

That's an interesting story that I saw fairly close-up as I flew for Horizon at the time. Alaska made a snap decision to fire all 472 unionized rampers in Seattle in 2005, and replaced them with minimum-wage outsourced rampers from Menzies Aviation. It was a bloody abortion from the first day. Tons of late flights, lost bags, misrouted cargo. Several tons of Alaska salmon were left to rot on the ramp for a couple days before anybody figured out where it was. A new ramper hit an MD80 and didn't tell anyone, and the plane subsequently suffered a rapid decompression. It became quite common to find graffiti tags in the planes' baggage holds, and at least one major gang brawl broke out on the ramp.

I'm sure a few people in AAG management made nice bonuses, though.

Originally Posted by DALMD88FO (Post 1551250)

Um no. He should have informed crew scheds about his APD. Here is the wording from the contract:

7. Crew Scheduling will make every reasonable effort to resolve any conflict between a reroute and a pilot’s scheduled vacation or other hard non-fly day, provided the pilot notifies Crew Scheduling of the conflict.

They have no idea and they don't really care what your next day is. I would call the union and get premium pay for that turn. Next paragraph from the contract:

A rerouted regular pilot who is not scheduled to release within four hours of the scheduled release of the last duty period of his original rotation, or within the same calendar day of the last duty period of his original rotation, whichever is later, (the “time limitation”) will receive single pay and credit (or the applicable pay, no credit for a GS, GSWC, IA, or IAWC) for the rotation as flown, plus single pay no credit for any duty period(s) that extends beyond such time limitation.

They used to do this a lot during the 05-07 timeframe on the 88 in ATL. Not enough FO's, no worries we will just reroute them. Well a lot of the reroutes ended up being paid out as double time. Tell you the truth, the company didn't care either as long as the trip got covered.

Originally Posted by PilotFrog (Post 1552219)

On the second I was scheduled for a long 11:45 flight duty period. I started the day at 5:30 and according to the new charts that put me at a 12 hr FDP. After our first two flights our last flight was delayed. The delay would put us at 12:41 hr FDP. The company new before we landed our second flight that our FDP would be exceeded. AT NO POINT was I or the Captain called to give us a heads up. We had a 3:40 sit before out last flight. The new rules say we cannot be SCHEDULED into a flight that breaks our FDP. When I called scheduling and was thrown from scheduling to crew tracking to the CPSC they said no flags came up at all. It seems their system is already programmed to show the 2 hr extension availability automatically and that is why were not flagged. Although you can be extended with the agreement between PIC and company, the COMPANY MUST report it to the FAA. I have not been contacted yet and don't know if I need to be for the FAA report.

My point is that had we not been proactive we would not have realized we could have called in fatigued much before the departure of the last flight. The LATT on the paperwork shows both the non extended and extended times for Last available take off time. We both agreed to take the extension as we didn't feel fatigued, but we did end up having a somewhat trying landing in bad weather so please be careful out there everyone and remember the new rules were set up to be SAFE.

I called ALPA yesterday about it and have yet to hear back. I did call late though.