I emailed one of my reps. Asked about where the idea of CDO's came from. Asked about cost. Here is the reply.

XXXX,

Thanks for the feedback! To be direct, the Negotiators got CDOs because we told them to get CDOs.

Since Flight Time – Duty Time stuff wasn’t addressed in C2012 due to the impending changes to the regs, the feedback and data from that process was combined with some Green Book items (a compilation of previous resolutions and other input). The result was an “opener” for FAR 117 that included CDOs. The direction was to get as much pay/credit for CDOs as possible, and to put restrictions in place to make them the “good” Illegals we remember from NWA days, and not the “bad” ones that always went junior.

We started negotiations PRIOR to 117 being implemented, so adjustments were made to our position after we’d gotten a good handle on how Flight Ops was going to respond to the changes, and more importantly, what areas the pilots wanted us to address. The adjustments were made a couple of months ago, mostly notably to add the PD guys, pull Door Pay, and tweak a few others based upon what we were hearing from the Line. CDOs remained.

After the TA, the MEC had heartburn with the portion of CDOs that would be pay/no-credit, and some concern about other parts that weren’t as restrictive as had been envisioned. The feedback from the pilots was the key, though. Had CDOs remained in the deal, I’m 100% certain the TA would’ve gone to MemRat.

CDOs had some attraction because they paid very well, recaptured some current RJ flying, and were more restrictive than the trips that were popular at NWA. They sucked because not everyone has the ability to “sleep fast” on a quick layover. As you know, that’s one of the biggest reasons why some pilots don’t pursue widebody flying, their inability to sleep on the aircraft inflight.

I can’t and won’t discuss costing. I can tell you that it will cost Delta a lot of money...and north of 125 pilots. The staffing requirement is across all categories, and not just new hires.

Thanks again,

XXXX

 

We can....

 

Wrong. We are all ALPA. Those who work on our behalf, i.e., our "friends and co-workers, AKA reps, are ALPA. They are supported by, but do NOT "work for," others in the umbrella organization, which you call the vendor.

 

True. But they can assign you a trip with a report of 1000 and ask you how soon you can get there. You tell them that it will take XX amount of time, and they say that they'll hold the flight for you.

 

Introducing the new reserve methodology now seems to be a plus, as we again get to keep our phones off for an extended period of time. The new FTDT limits in the PWA will come into play at the same time as ADG. IOW, the Company does not get the FAR duty limits until we get ADG. The more restrictive reroute rule comes into effect immediately.

 

Anyone else think they need music in the crew lounge?
I vote trance or dub stub. You could hear a pin drop in this place.

 

My understanding of the pay, no credit for 5:15 would have gone into effect at the same time as the new FTDT rules, followed later by 5:15 pay and credit. According to my reps, the Negotiating Committee briefed on Wednesday that the Company had requested to get rid of the 5:15 pay, no credit part, as that would have substantially increased the programming time needed to implement the entire LOA, and they did not wish to duplicate their efforts. In return, they proposed to hold off implementing the FAR duty tables until 5:15 pay and credit came into effect.

It was the next day (Thursday) that the direction to pull SDP's came down. In return for that, we apparently gave up the additional hour for long call response.

 

Since most guys are on their devices watching stuff or reading, I prefer no music and the TV on mute -- nothing worse than trying to read or debate on APC with angry people yelling at each other on Fox News in the background -- (or CNN, relax!)

But if I were Dear Leader, I would pipe this into the lounge on a continuous loop --


https://www.youtube.com/watch?v=y6Sxv-sUYtM&feature=kp

 

I'm only guessing here, but keep in mind that the normal "promptly available" swings both ways, when it comes to just how long that means. The only stated rule is that a pilot must be in the "general area of his base" and that he must respond and report "promptly," i.e., drop whatever he's doing and head for the airport.

Our expectation in this is that it's perfectly OK for a pilot to need 2-3 hours to report in rush hour traffic. Similarly, the Company's expectation is that a pilot who lives 20 minutes from the airport (or who happens to be sitting at the airport) can report in significantly less time.

Having agreed to an additional two hours to begin short call, they may not then have been willing to give up another two hours to report, when they currently anticipate that some pilots (commuters or locals who live close) can respond more quickly.

 

I have a long layover and not much to do here and about trolled out on Alaska so let me catch up...



... okay. I am caught up.