Airline Pilot Central Forums - Any "Latest & Greatest" about Delta?

Airline Pilot Central Forums (https://www.airlinepilotforums.com/)

- Delta (https://www.airlinepilotforums.com/delta/)

- - Any "Latest & Greatest" about Delta? (https://www.airlinepilotforums.com/delta/36912-any-latest-greatest-about-delta.html)

Quote:

Originally Posted by 80ktsClamp (Post 1647168)

Rumor has it that it will be SSP extended to all currently on property and newhires will be interviewed by DL and given a flow position.

If that is actually in the works, can you imagine the butthurt when a new FO with a guaranteed job at DL flies with a CA that busted his SSP interview?

Anyone know the pass rate on the SSP interviews?

The pass rate was around 30% but that number will increase over time.

Quote:

Originally Posted by ilinipilot (Post 1647148)

I talked to my rep and he said they can create these pairings with out restrictions. And there is no limit on them. So there Is nothing to stop the company from classifying the normal one leg out and back a stand up. If duty time allows. More scary is this.
A normal call out to cover for a late night departure to sav etc that loses its crew for various reasons, mtc,atc,117 duty. Now the company can call someone out for the trip to cover the leg. And they can deadhead them home on the first leg, calling it a stand up.Thus paying 730 with pay no credit. Your green slip you get is now worth 5 hours less.
There are many avenues this can go it can get very bad for us. I am worried the more I think about it

Could you restate that. What your saying makes no sense.

Quote:

Originally Posted by capncrunch (Post 1647117)

So a CDO will only count as 6 hours towards ALV for reserves?

I believe your correct but the discussion was yesterday and my memory rat is still asleep. I think it would be six to the ALV and 1.5 hours on top of the reserve guarnetee.

Quote:

Originally Posted by ilinipilot (Post 1647148)

You should be worried. Because either someone is feeding you false information, or you are attempting to feed us false information.

I'm going with the latter, you're full of it.

Quote:

Originally Posted by TheManager (Post 1647206)

Ok. Fill in the blanks for me. SSP = what?

I have no idea how any of this flow stuff started or which regionals have it.

More importantly why is the SSP being discussed in our negotiations regarding 117?
Flow has absolutely nothing to do with FAR 117.

Furthermore, if we weren't involved in the initial SSP development that was used to shove a contract done 9E pilots' throats, then why all of a sudden is our negotiating team discussing it.
If true, I'd really like to now why.

Sorry for the confusion.
I talked to my rep HC. I asked him if there was anything that he had seen in the TA to prohibit the company from making standups outside of the trip/bid creation process. He said NO. If you don't believe me ask your reps.
Here is the rub.
What is to stop the company from making up standups when ATL goes into IROP to deal with flights it needs to cover?
For example
Right now a crew was doing

atl-ewr
ewr-atl
atl-sav layover
sav-atl the next day sometime after 12,14 hour layover.

The crew gets delayed due to Mx, far duty, 117 limits, anything and the company decides to recrew the atl-sav leg. This happens all the time.
NOW a pilot is called out on a sweet white slip one leg out, DH one leg back pays 9:00 or even a green slip paying 18.
Under the proposed TA why would the company not make the same pairing a stand-up and DH you back on the first flight in the AM. Or they could DH you back on any flight that gets done within 12 hours (the allowed duty period for a stand up).
By making it a stand-up the company pays less 7:30 versus 9 and the stand-up is pay with less credit so by picking up that trip a portion does not go to the green slip trigger.
I hope that clears it up.
The solution is to only allow the company to create stand-ups in the initial bid process and that's it. thus limiting their number.

Quote:

Originally Posted by ilinipilot (Post 1647251)

Two things that I can think of. First if they DH you back from SAV they have to DH a crew over to cover the return flight. The second thing is would not the rotation you describe pay about 7:15 under the current contract. 5:15 for the leg over and 2 hours on the DH only day?
I agree with your last statement. It would eliminate any issue.

How about this scenario under the FAR 117 rules?

Pilot signs in at 1957 for a ATL-PHX-ATL turn, landing back here at 0627. These flights are currently in our Delta timetable:

DL 1915 departs ATL 2057 arrives PHX 2200 (3+57 block)
DL 1646 departs PHX 2355 arrives ATL 0627 (3+32 block)

Total FDP = 10+30
Total block = 7+29

Legal under the old PWA? No - The 12. D. 1. table would limit duty day to approximately 9:30.
Legal under FAR 117? It seems so.

The good news is it would pay 10:30. The bad news is that seems like a killer trip to me, unless you can really reverse your body clock somehow. I suspect there are many more city pairs that could end up doing this, without calling them SDPs.

Am I missing something?