Under 117 if the company calls you to delay your departure with less then 10 hours notice you can consider your rest broken and demand 10 hrs off from that point. Duty day starts at scheduled report unless you are given 10 hours notice of the change. I suspect they have stopped calling.

There is a guide on Deltanet that describes it.

Essentially you can buy 12N (Supp. Vac. Days) through the full service bank option 3 in DBMS.

You buy per day at 3:15 each, with a max of 10 days purchased.

If you buy after the primary vacation bid is open, they will be added to the end of your most recently awarded week when you made the request.

If you buy after March bid period starts but before April 1, then you can have them placed at the beginning or end of any week you have bid.

If you buy after April 1, they can only be placed if there is an available week adjacent to the weeks you have been awarded.

Thank you Shiznit!

I agree with what you're saying. From now on, with any hint of IROP, we should all be checking our rotation before we even get out of bed as there will no no notification of extensive delays.

Now we run the risk of timing-out mid-rotation without ever leaving the hotel.

From the "ALPA Guide to FAR 117":

Q-76. Can the certificate holder make one phone call to a flightcrew
member without interrupting his/her rest?
A-76. The FAA has a “one phone call” policy that “generally”
allows a certificate holder to initiate one phone call during
a crewmember’s rest period. If the crewmember voluntarily
chooses to answer the phone call, the FAA does not view
the phone call as disruptive and breaking the rest period.
However, a flightcrew member may have difficulty getting
back to sleep after being woken up by a certificate holder’s
phone call. In that situation, a flightcrew member may have
his/her sleep opportunity interrupted. Thus, a certificate
holder runs the risk of interrupting a flightcrew member’s
sleep opportunity during the rest period by making a
phone call.

Sort of. If they call you to extend your rest with less than 10 hours notice (and you accept it) then you start a short call RAP at you original report time. Your FDP will still start at your new report time.

To quote the FAA:
FDP limits are determined by scheduled reporting time and not by actual reporting time.''The scheduled reporting time for an FDP is created once that FDP has been assigned to a flightcrew member. In order to change this scheduled reporting time, the flightcrew member would have to be shifted into either long-call or short-call reserve for the pertinent FDP"
If long-call reserve is used to change the FDP start time, the flightcrew member would have to be provided proper notification of the change to the previously-scheduled FDP. Pursuant to the definition of long-call reserve in § 117.3, a flightcrew member on long- call reserve must be notified of the change to FDP start time before he or she begins the rest period specified in § 117.25. In addition, if the FDP infringes on the window of circadian low (WOCL), § 117.21(d) requires that the flightcrew member receive a 12-hour notice of the change to the FDP start time.
If short-call reserve is used to change the FDP start time, the flightcrew member would have to be placed on short-call reserve at the time that his FDP was originally scheduled to begin. In that scenario, instead of beginning an FDP at the originally-scheduled start time, the flightcrew member would simply begin his reserve availability period (RAP) pursuant to § 117.21. The FAA emphasizes that if an FDP start time is not changed pursuant to the long-call or short-call reserve provisions of § 117.21, then the FDP begins at the time that it was originally scheduled to begin.

It would appear that a simple call/txt would not put the Company at a loss (they would potentially get a longer duty period even if the notification was within 10 hours --- Original report plus 16 hours.)

It would certainly benefit the pilot (unless they'd rather hang out in the crew lounge in uniform as opposed to a hotel room wearing whatever:eek:)

The only potential loss would be a crewmember who claimed his rest was interrupted and then demanded another 10 hours.

Unity means Delta flying performed by Delta pilots.

Equipment does not matter. Permitting any outsourcing becomes a weak point from which management gains leverage to separate us from our work.

Permitting outsourcing was a difference.

How large the outsourced airplane is, is only a arbitrary distinction.

Never flew with the guy, but I did meet him at the end. I don't know how arrogant he was in 2002-2003 (I wasn't on property yet) but in 2012 he seemed humble and remorseful. He stayed until the last day, but I think his sons were furloughed and/or left for other opportunities.

As far as the "RJ Captains want our planes" argument... From my view in the right seat, the majority of us don't want your planes - we want your jobs. And by that, I mean we want to get hired at Delta and push you all up a number and throw gear for you. And bring you all the donuts and fries you can eat.

If Delta hired me to fly CRJs in 2003, I wouldn't have needed to go the regional route. However that was not a realistic career plan at the time, and it still isn't. Bar is right, many of us regional pukes would love to see the 700/900 and 170s at mainline.

NYC Crashpad
 

If anyone has contact info for Todd Napolitano who has some NYC crashpads please PM me. A friend is looking for a place and I used Napolitano's for a while, but I've lost his phone number.

Edit: Thanks...info in hand.

True. Here's a question,

Step 1 - Today

Step 2 - ?

Step 3 - Regionals limited to <40 seats, < 150 nm, < other stuff.

When it comes to Step 2, how do you overcome two things:


A) A Delta management BOD, et.al., who know outsourcing holds down crew costs, and

B) A lifer on the regional side that would sue ALPA if outsourcing was eliminated.