Any "Latest & Greatest" about Delta?
02-16-2014 | 10:45 AM
Gets Weekends Off
Joined: Jul 2010
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From: 757/767
Oh also, here's a situation to watch for. Last trip we were on about our 52nd revision to the trip. We ended up flying from the overnight to Atlanta, doing a mx verification flight, a day layover, then flying to the next overnight. On the last leg I was showing the math behind the LATT times to the other guy when I noticed they were way off. The LATT said our latest TO time was five minutes before our dropdead time (essentially showing us we had 3 hours more than we actually did). Long story short, I assumed it was my public math, but it was still bugging me. So I ran the calculations a couple of times. It still didn't compute. I ended up calling the duty pilot because I was sure it was wrong. He came up with the same result as me. I asked if he would look into it and get back to me. What they found is there's a glitch in the LATT times if you gate return. Since we had a MX verification flight (ATL-ATL) it was wrong too. It was no big deal since we had plenty of time. But if you were close it could be an issue.
02-16-2014 | 11:03 AM
veut gagner à la loterie
Joined: Apr 2008
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From: Light Chop
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.
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.
The death of the 50 seater was about to provide that opportunity, then we threw them a lifeline and added 70 more jumbo RJs that are more profitable, lower CASM, better product, etc. Outsourcing got a desperately needed lifeline to continue for a long time.
We screwed up.
02-16-2014 | 12:25 PM
sharing
Joined: Dec 2012
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Let me say this, the only step 2 that I think works is when the true total cost of outsourcing exceeds it's value. Sure the cash cost could exceed income, but when it would be cheaper to have it in house even if it means losing the means to hold down mainline crew costs, then I think they'll do it.
The death of the 50 seater was about to provide that opportunity, then we threw them a lifeline and added 70 more jumbo RJs that are more profitable, lower CASM, better product, etc. Outsourcing got a desperately needed lifeline to continue for a long time.
We screwed up.
The death of the 50 seater was about to provide that opportunity, then we threw them a lifeline and added 70 more jumbo RJs that are more profitable, lower CASM, better product, etc. Outsourcing got a desperately needed lifeline to continue for a long time.
We screwed up.
02-16-2014 | 12:34 PM
Gets Weekends Off
Joined: Jul 2007
Posts: 1,707
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From: Permanently scarred
Profit Sharing Pics on DLNET: That woman on the far left doing the "heart" sign with her two hands...what's she trying to say?
02-16-2014 | 12:53 PM
Straight QOL, homie
Joined: Feb 2012
Posts: 4,202
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From: Record-Shattering Profit Facilitator
I understand the interest in this, however it would be a huge gain for the company. yes it would help during IROP's but just like when we got the CNO system it would have to be limited to just IROP's. I don't want the company to have the ability to say that I was inversed assigned because they sent a text or an app says the message was delivered.
IROPs are the company's cost of doing business. Let's not bend over and make them our costs.
02-16-2014 | 01:23 PM
Gets Weekends Off
Joined: Jan 2008
Posts: 4,629
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From: blueJet
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.
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.
Not trying to start a regional vs mainline pilot skills debate.
02-16-2014 | 01:31 PM
Gets Weekends Off
Joined: Jan 2010
Posts: 1,503
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ASA was never acquiring 737 or DC-9 aircraft. The only thing I ever heard was Comair buying DC-9 or 737 aircraft in the mid 90's. We had scope in the 1996 contract that would have prevented any of that. I believe Comair was attempting to acquire the aircraft for a "charter" operation. That was almost 20 years ago so I may be wrong. The only "large" aircraft allowed in the 1996 contract were the BAE-146's and ATR-72's that ASA already had acquired.
02-16-2014 | 01:43 PM
Gets Weekends Off
Joined: Jan 2010
Posts: 1,503
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Alright, just to recap...
Post A
Post B
Post C
Post D
I blame Deadhead.
But, I don't think the FAA was unaware of what was going on with fatigue and pilots, but to rewrite the rules required an accident even if the cause of the accident wasn't fatigue. Without an accident there was no reason to make a change and therefore no political leverage.
Then the tangent into woe is the RJ pilot. Here's my two cents...
and into these...
Post A
Post B
Post C
Post D
I blame Deadhead.
But, I don't think the FAA was unaware of what was going on with fatigue and pilots, but to rewrite the rules required an accident even if the cause of the accident wasn't fatigue. Without an accident there was no reason to make a change and therefore no political leverage.
Then the tangent into woe is the RJ pilot. Here's my two cents...
- RJ life sucked when it was 1900Cs and EMB-110s but it was a stepping stone and it's still structured that way regardless of the fact they now fly EMB-175s or what is tantamount to a Airbus A317.
- Mainline carriers hire by experience and you get the experience at the regionals. A pilot doesn't control what the regional flies, but if they want to get hired at DAL/UAL/AA, they got to fly whatever there is. If mainline carriers had scoped regionals and all they could fly is the B1900E models, we'd still done it.
- You can point fingers at major airline pilots because they control scope and to this day are still allowing the jumbo RJ fleet to grow. That said, a good portion of mainline pilots who had nothing to do with the scope sale or lack of reigning in scope with the introduction of the CRJ-100 and were furloughed after 9/11. They have the right to be pretty ****ed off at everybody involved and especially Comair.
- I think CGFalconHerc made some very good points that were subsequently overlooked.
- I think Timbo provides a lot of insight, not only on the original RJ debacle but also the Delta Express stuff.
and into these...
Hear they (MEC) are looking for one from our ranks again.
Seems to make as much sense as some guys from Coronado going into indoc class to pick out someone to be a sniper for a mission the next day with a SEAL team.
02-16-2014 | 02:23 PM
Gets Weekends Off
Joined: Sep 2009
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From: Recliner 105A
Okay. Just took a trip to the basement and found my 146 stuff from 1995. It was there, under a 300 lb. black Acer desktop which I'm saving for the future.
We had six leased 88 passenger jets. Never were these aircraft configured with 69 seats.
Service was to AVL, MCN, MYR, PAN, CSG, and TRI. At .63 Mach.
We had six leased 88 passenger jets. Never were these aircraft configured with 69 seats.
Service was to AVL, MCN, MYR, PAN, CSG, and TRI. At .63 Mach.
02-16-2014 | 02:26 PM
Line Holder
Joined: Oct 2010
Posts: 36
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That exact situation happened to us the other day. We reported to the airport at 5:30am. The airplane had come in broke and was posting an 11:00am departure (which they new about the night before). Of course the part didn't arrive in time and we ended up leaving at 1:00pm. Had they did the one call notify, we could have all slept in. Shown up around 10am and flown are day as scheduled. However, having not notified us, we timed out when we arrived in Atlanta and had to DH back to base.
A number of commenters also asked whether FDP start time of a flightcrew member could be delayed by notifying that flightcrew member of the delay before beginning his/her FDP.
In the preamble to the final flight, duty, and rest rule, the FAA stated that ‘‘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.
Clear as mud? There would have been more flexibility for you if they used short call reserve but a pilot's contract may not allow for that. Either way your clock starts ticking at the scheduled FDP start time(either Table B or Table +4 hours applied to the beginning of the RAP).
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