I would think it is about branding outside the JV. With the change, you have DL metal going from LAX to LHR and Virgin metal LHR to ATL. For some travellers I guess that distinction is important. With Mr Hauenstein now on the board at Virgin, and they have not been making much if any money prior to his arrival, it would seem that he might be making suggestions that will help them to profitability. And I am not sure exactly what the revenue sharing agreement is between us, but the bottom line is that if they make money, we make money. I am still waiting to see if they drop one of the 2-3 747s that go into MCO everyday. I think they are kind of in the same boat as UAL in that their gauge is a little messed up. They have nothing but big iron, and that is a hindrance to flexibility.

Sorry for the long winded response, but thanks for taking my mind off the other abomination we have before us.

Are there any block hour limits on the proposed CDOs, other than FAR limits? I could see maybe ATL-JAX, but no way a transcon, or realistically anything scheduled over 1+30. We all know how the operation falls apart at the end of the day.

But I thought we all wanted SDPs. Apparently that's what "the survey" said.

Clamping down the C12 survey results had been a gift that keeps on giving for Dalpa.

[QUOTE=Dirtdiver;1648893]Are there any block hour limits on the proposed CDOs, other than FAR limits? I could see maybe ATL-JAX, but no way a transcon, or realistically anything scheduled over 1+30. We all know how the operation falls apart at the end of the day.[/QUOT

2+15

Well...yes, scheduled block no more than 2 hours each way, or 2+15 with concurrence of scheduling chairman. But that's scheduled, not actual. There's very little protection in case of IROPS in this language. 3 hours behind the door & up to 14 hours total duty (with extension), basically FAR mins/max.

Thx

Just like Subic Bay, sounds like a little more protection is needed.

And couldn't they've thrown in optional hats?

A few weeks ago I sent a message to our Rotation Construction Committee regarding the continued deterioration of the ability to get adequate rest with our changing rotations. I'm sure this will come as no surprise to some but this is what we're dealing with-

"The main emphasis the company is putting on rotation construction is the reduction of credit time. This and Part 117 are producing rotations that at times are vastly different than what we had historically seen. The company is unwilling to look at any changes that it believes will increase its costs. If you feel there is a fatigue issue then you need to contact the FRMT at ALPA Safety."

Keep your backpack on- cuz u might be sleeping in the terminal😳

So, can anyone spell out to me what is rush here? Section 6 is not that far away. And I expect a a lot.

BTW, just floating this out there... What do you think Delta is buying next. Think way outside the box........

Does it have anything to do with the refinery? :cool:

It is a 2:00 limit for the Company.

There is a 2:15 max if with the concurrence of ALPA, but I doubt you'd see that concurrence given. They had to give the appearance of flexibility.

Yeah, rotations have changed and it will be hard to make them better.
The 5:15 ADG will help alleviate that considerably.

I expect a lot too out of Section 6, and I'd rather use the gains here as a higher baseline to start those talks:

• ADG to 5:15 is equivalent to $40 million (which is roughly 2% on the pay tables in value)

• Eliminates the 2200-2359 ADG carveout

• The increase in staffing is around 120 pilots also, which offsets almost every staffing "efficiency" granted to the Company in C2012.

• All 330’s will get rest facilities contractually.

• Any MEL’s on a lie-flat rest seat will trigger premium pay.

• All open segments known beyond 14:00 MUST be put through PCS before a pilot can get rerouted..

• Will cut down on reroutes significantly (this is going to be huge for the WS/GS mafia, and I don’t think the company fully understands what they gave us)

• Long Call reserve goes to 13:00

• First day on reserve minimum report is no earlier than 1000.

• ALPA gets to appoint two of the four members on the Fatigue Risk Management Team that will decide on suitability of fatigue programs to the FAA.

I want this stuff now, and I don't want to use our leverage next spring to "re-buy" it. I want ALL the negotiating leverage to be used on more and even better stuff... Like lots and lots of $$$$$$.
Heck, we can "try" SDP's for 6 months and if we don't like them or want changes we have a built-in window to do fix it.

There has been no rush on this at all, in fact this could have been done a long time ago.. Negotiations began on this last October, and ALPA had been asking the Company to begin the discussions last spring, but the Company has dragged their feet.

The NC went to the MEC for direction and re-direction 5 times to hone our "ask". If the NC brought a TA back, that means it was within the guidelines set by the MEC. Now we have to ask, if the MEC tasks the Negotiators to go get "A, B, and C" and the NC brings them "A, B, and C" in an agreement, wouldn't a yes vote be a given? Next question, is this worthy of MEMRAT? That is for the reps to decide, but I kinda lean yes, but wouldn't be upset if they didn't.

The NJ layovers are at the refinery?