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Originally Posted by PilotFrog
(Post 1620387)
I have vacation next month. How exactly do I bid a reserve line if I want to slide the vacation. For example the vacation is the 11-17 but I want the 6-12. I know that I would bid slide -5 but then I want to use some of my off days around the vacation as well. So if the slide is accepted I have like the 5-13 off, but if it isn't accepted I want to bid my off days so I get the 6-10 off then start the vacation. I tried last time and my vacation wasn't slide and then all or nothings bids were all screwed up and my then start next wasn't right as well.
Then of course ask for days off where you want them around your vacation. After the bids come out, if you didn't get the X days where you want them, go to PBS then leave request. Then move reserve off days. As a last resort use a personal drop or authorized personal drop. I think else start next bid group only jumps you from a regular to a reserve line. It skips right over reduced lower limit...which actually could also be a good option for you next month. |
Originally Posted by Schwanker
(Post 1620414)
There are three instances in which the PWA requires a pilot to verify a sickness. Under the provisions of Section 14 F. 3., a pilot is contractually required to verify sickness if:
1. The pilot uses more than 100 hours of Sick Leave that is unverified. 2. The sickness extends to 15 or more consecutive calendar days. 3. Under the provisions of Section 14. F. 4., if the Company has a “good faith basis” reason to question a pilot’s sickness. In this situation, the company must first request the verification; then the pilot is required to submit a verification of a sickness. If one of the above instances applies to a pilot’s sick leave usage, the pilot does not have the option to not verify. There have been several instances in which a pilot did not call in well after becoming well and has been required to verify because they reached 15 or more consecutive calendar days of sick leave. REMINDER: Call in well when you are well. These three instances of required sick event verification are not automatically subject to reimbursement by the Company for the cost of obtaining a doctor’s certificate. ABOVE from the blast... So are we changing our contract via email blast requiring us to pay for our doctor's visit if the CP wants a letter? Confused by this. "Per PWA Section 14 F. 5., a pilot will be reimbursed reasonable expenses incurred when obtaining a doctor’s certificate that has been requested by his Chief Pilot. If a pilot attempts to provide adequate verification of a sick event through “other proof of illness”, and subsequently the Company requires a doctor’s certificate to verify that sick event, the Company will reimburse the pilot’s expenses incurred in obtaining the doctor’s certificate." Verification does not have to = doctor's certificate. If they ask you for a doctor's certificate, they are on the hook to pay for it. |
Originally Posted by GogglesPisano
(Post 1620348)
A reliable and highly placed source tells me the only realistic replacement for the 747 is the 777-300.
T was just filling his daily quota of at least 1 LBP type crack per day. I'm sure he knows better than to assume we would fill the 747's shoes with an aircraft with over 100 less seats. |
Originally Posted by Big E 757
(Post 1620434)
T was just filling his daily quota of at least 1 LBP type crack per day. I'm sure he knows better than to assume we would fill the 747's shoes with an aircraft with over 100 less seats.
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Originally Posted by sailingfun
(Post 1620365)
May CR news letter says 30 to 60 days for narrow body AE and 90 days for A330 AE.
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It would be interesting if someone could break down a current 747-400 route vs having a 777-300 do the same route. You could figure out the fuel, cargo and passenger comparison.
I think airlines loved their 744s, they ran them hard and they're not getting younger. Unless we get some now, your choice seems to be a 777-300, A380 or 748. Just by looking at the Boeing and Airbus order books it seems like airlines opted for the 773 and 380 (and obviously none of those were UAL/DAL/AMR). My guess, 773s a long time from now and 330s. |
Originally Posted by scambo1
(Post 1620436)
Can you please expound on your statement?
Then the post I quoted said the only reasonable replacement for the 747 was the 777-300. T square likes to argue LBP (Longevity Based Pay) every chance he gets. That was the basis for my statement. The A330 has about 300 seats and the 747 I believe has 460ish. So, over 100 seats less. Is that what you are asking? E |
Originally Posted by Big E 757
(Post 1620443)
What do you mean expound on my statement? I don't know how to put multiple quotes into one post but a few pages back, T square said something about the A330 replacing the 747 and it pays less and such.
Then the post I quoted said the only reasonable replacement for the 747 was the 777-300. T square likes to argue LBP (Longevity Based Pay) every chance he gets. That was the basis for my statement. The A330 has about 300 seats and the 747 I believe has 460ish. So, over 100 seats less. Is that what you are asking? E I was hoping the 777 pay scale in our contract was 777-200, but it's generic 777. Too bad.. that would have been another good negotiation nugget for incremental gains. |
Originally Posted by Big E 757
(Post 1620443)
The A330 has about 300 seats and the 747 I believe has 460ish. So, over 100 seats less.
E The A330-200/300 seat configuration ranges from 234 - 298 seats. The 747, in its new configuration, holds 376 seats/passengers. GJ |
Originally Posted by 80ktsClamp
(Post 1620445)
The 744 currently seats around 375 and will jump to around 420 after the next set of mods.
I was hoping the 777 pay scale in our contract was 777-200, but it's generic 777. Too bad.. that would have been another good negotiation nugget for incremental gains. And oops on the 747 seating...I thought it was a lot more, maybe it was before the lie flat mods. |
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