Agree.......

The 14 thing I think is a pretty good benefit. That is a change that lowers the reroute ability and throws things more toward being able to WS or GS. It's not huge, but it is quantifiable.

Got it. Line holders need assigned rest, reserves don't.

Great, then they will be happy to put that in writing in a side letter then want they? "Only x amount per base or fleet....." I bet you they wouldn't agree to that..and, if they didn't plan on making that many of them, then they probably would not have fought the additional restrictions the negotiators were trying to place on them.

Of course we did get "meet and confer" language again.. Anyone remember that from C2k?

Good, I would think. Suppose today that a domestic pilot calls in sick mid-rotation. His entire remaining trip can be used for a reroute onto someone else's line. Under the TA, it seems that only the first few legs can be so used. The rest must be put into open time for WS, reserve, GS.

In fact, it sounds as though no pilot will be able to be rerouted into flying beyond that point until that flying has been run through trip coverage. If that is the case, the amount of reroute should decrease significantly for domestic pilots.

Not what I said. Reserve needs to be contactable, lineholder doesn't. You don't get a reward for not answering your phone on Reserve.

Yep. I think many of us have been looking at the PWA vs 117 wrong. I think the main problem has more to do with the required acknowledgement than it does with receiving prospective rest. Remember, you are required to be contactable at all times while on long call. Per the contract, you are considered "notified" at the first attempt to contact by scheduling. Your prospective rest would therefore start at that time except you are contractually required to acknowledge the assignment. Since that acknowledgment is a required duty, you cannot be on rest until it is accomplished. By removing the requirement to acknowledge, you eliminate this conflict.

Not going to let you off that easy. There is no, zip, zero, nada track record of how Delta pilots handle their rest while on off duty for a CDO. A CDO is a completely different animal than other back side of the clock flying like international and redeyes. Pilots bid CDO's for one reason and one reason only. They want to be home during the day so they can do what they want, not to sleep. They count on whatever sleep the CDO provides to be their sleep for the 24 hour period. And then they operate an early morning flight FATIGUED, because they've convinced themselves they can suck it up and git 'er done.

I'm sure some of our pilots would handle it responsibly. But then why would they bid CDO's? It defeats the whole purpose from a pilot's perspective of why he would want it.

It's not worth the risk. Just because we have other types of flying that create sleep challenges doesn't mean we should add more. The track record on CDO's is clear. Adding them would be a major concession on our part and would also be effectively selling safety. In addition to that, you create the whole problem of pilots like myself who refuse to fly them based on a legitimate safety concern (fatigue). Now we're subject to having to do a carpet dance in the CPO and possibly even losing pay. Again, adding CDO's is NOT worth the risk... both in terms of safety and in terms of our QOL at Delta.

They get a workable reserve system under 117.

They also get the SDPs. And they are going to use them.

In exchange we got the ADG.

The detailed cost analysis is proprietary but Scrappy put out that this TA is going to cost the company about $40 million and 114 pilot jobs.