Copied from the Virgin LUV thread.
DOJ says Delta not a candidate for 2 DAL gates.
Can't say I'm surprised by this decision from the most anti-airline DOJ in a long time (unless you're a favorite son).


Airline Biz Blog | Dallas Morning News

 

I'm sure having A320 service to major cities is preferable to RJ's ATL.

 

They are doing 10:00am short calls on your first day as well. How does that work? I guess if you check your schedule at 3pm and acknowledge it, it's no problem. But if you check your schedule at 2am, that isn't legal (is it?)

I wonder if they throw 10am on there, then whoever doesn't acknowledge they move to noon.

 

Thanks for all that clarification.

On a lighter note, who wants a new boat?

Phantom International | Flying Phantom by Phantom International

 

From the FAA 177 Q and A document.

A4A asked whether a requirement in
the collective bargaining agreement to
check a schedule or calendar, or to
acknowledge a trip assignment, is
considered duty.
Section 117.3 defines duty as ‘‘any
task that a flightcrew member performs
as required by the certificate holder
* * *’’ Thus, if a certificate holder
requires that a flightcrew member check
a schedule or calendar, or acknowledge
a trip assignment, then the flightcrew
member’s compliance with that
requirement would be considered duty.
The collective bargaining agreement has
no impact on this analysis, as this
agreement simply provides the legal
basis for the certificate holder to require
a flightcrew member to perform certain
actions.


To me this means if i am required to check my schedule, I must be given a duty period. This would be a problem as a) if I check between 1500-2359 (off day), it would trigger a duty period...per the PWA I do not think I can be given a duty period on my day off (without premium pay) and b) if i check between 0000-0200 (on-call), I must be given 10 hours of rest, assuming I wait until 0159 to check it triggers an earliest start time of 1200.

A voluntary check is not illegal, it is just that the company can not require it. They have a couple options, put an early show on your schedule and hope you accept it (and possibly have to burn a SC pilot or had out a GS if you don't) or just assume a worst case scenario of a 0159 check and not hand out anything until 1200.[/QUOTE]

Don't confuse FAR's with the contract. The two do not interrelate. The union has put out exactly what our obligations are under the contract and 117.

 

You are trying to tie 117 into the contract. The don't tie together in any way. Because 117 considers a schedule check duty has zero bearing on the contract unless that ckeck was during a 117 required rest period. It's not. We had much the same confusion when the Whitlow ruling came out regarding reserve rest.

 

Where are the AE results

 

You can try the back door..go to the AE page in DBMS and check to see if you have a " future category"...usually visible before the official results are posted.

 

 

Well sailing, we are going to have to disagree here. Sure, the FAA could typically care less what is in our PWA, they care about FAR's. But we operate under both. They interact with each other.

In the past our PWA was constructed so that it was more restrictive or equivalent to the FAR's. You followed the PWA, you by default followed the FAR's. Now the regs have changed, but our contract has not. If you follow the contract, in some cases you may be violating the FAR's. And some parts of our PWA may "trigger" part of the new regs. There are several ways a pilot could be put in a compromising position due to grey areas in our contract that was not constructed with 117 in mind.

Delta and its pilots are at relative peace at this time and I would hope the FAA is flexible enough to know that there will be some innocent mis-interpertations of the rules. This may or may not last. We are still in a learning period with the new rules and while no pilot would knowingly violate a reg, it is a very big grey area if and what is written in the PWA constitutes a requirement vs voluntary event. The obvious general position of scheduling will be that you are OK to fly, and will use the advantageous parts of the PWA to justify it (perhaps even using it with threats of disciplinary action if this peace does not last). Does every scheduler and every pilot know FAR 117 well enough do determine if each assignment is legal? Of course not, and not necessarily because of lack of knowledge, but because it is new and it is impossible to predict every situation.

The PWA is a two way street. It not only lists what the company is required to do for me, but also what I am required to do for the company. My job as a Delta pilot is to follow both the FAR's and the PWA. You can bet if I am not holding up my end of the PWA (in any section) Delta will want to talk to me to find out why. An example is the long call acknowledgement issue. I am willing to bet if I acknowledge every long call trip 3:01 prior (permitted under the PWA) and force the company to pull the trip from my sked (to comply with 117), not only will the company PD the days (per the SD memo), but after this happens a few times they will want a Chief Pilot to have a talk with me. We are pretty sure a grievance would turn out good in that situation, but no outcome is guaranteed.

Sorry I didn't intend to get this involved with this, but the quick and dirty is that the PWA lists what I am required do for my paycheck. The new FAR's put a new emphasis on some of these requirements. The areas where these do not agree is going to make someone (myself, the FAA or the company) not happy. Hopefully DALPA and Delta can come to an agreement on these issues soon so everyone can be on the same page again.