Interesting. So if a pilot does NOT acknowledge a trip, he is not legal for it. Why would any LC reserve ever acknowledge any trip then? If this is about not being called within the 10 hours prior, it seems as if LC reserve is a license to sit home and do nothing, while watching the SC reserves get rerouted. The only problem there is that you cannot be rerouted infdefinitely, so the net result would be a need for vastly more reserves, and keeping as many as possible on SC. It's a math problem at this point. This will have a lot of value in an upcoming section 6 I would think....

To be truthful, I don't think this is going to have a good outcome. I still think we should be careful for what we are asking.....

 

Depends on the base. In NY, we never go back thru until the end of the trip. (in the ER category anyway) But for most of the NB categories especially in ATL/DTW, you are probably right.

 

That was it...Thank you.

 

I'm missing something and would like to catch up to the conversation.
Why do you say all reserves would be on short call?

 

We've got a lovely trip now where on day 2 we fly BOS-JFK-SFO, for 8:03 flight time.

When you level off at cruise on the second leg and see that you still have 5 plus hours to go, you think to yourself, "I sure am glad we did that BOS-JFK flight." (No. Not really.)

 

Sailing was saying that long call would be "voluntary" if we win this negotiation/grievance. I'll go out on a limb and say that I am pretty sure the company wouldn't want that. OK.. he says that we are only allowed 6/7 SCs/month. I would think you could pretty much count on 7 if this goes thru as he is saying. The company would then want more in the next contract, or we would have to provide some methodology to ensure that LC reserve is not "voluntary". At this point, I do not know enough about the intricacies about this, but it seems that sans relief on the "voluntary" aspect of this, we are gonna see lots more SCs....

 

That is the first trip I have seen in ages that goes thru NY...

 

Exactly. You haven't heard a word about it from your union. The word on the street is that dalpa and the company have agreed that no grievance will be filed as long as they are still talking. Can anyone confirm that?

Sailing is hedging his position. Notice that he said "around May 1st."

I've asked sailing before about his source regarding his assertion that dalpa will file an MEC group grievance at the expiration of 120 days. So far, he's refused to answer the question. So how about it sailing, what's your source?

 

Both sides can agree to waive the 120 day requirement.

 

Spot on Flamer.

Although a pilot has no obligation to be contactable on his x-days, is it possible (anyone know if it's FAR legal) that scheduling could assign (on your last on-call day when you ARE contactable) a 30-hr rest period that begins at midnight on your next to last x-day, plus the first 6 hours of your first on-call day and say "there's your 30 hour rest period"?

Or, even worse, could they assign the entire 30 hour rest period on your x-days (ending at midnight before you start LC on your first reserve day) BEFORE you begin your x-days?

I hope that's not the case, but you're right about the fact they have been doing some, shall we say, creative scheduling.

Here's one reason I don't think these two examples could fly. A pilot requesting either a YS or a GS for those days would be shown as "on rest" and would probably not show up in their coverage list.