I would suggest not giving them anything sooner than "promptly available" response if you're a commuter. When I was commuting to reserve I would often drive up to a friend or family member's place in Marietta after flying in the night before or day of and sit SC there. Sometimes when traffic was bad "promptly available" was more like 2+20 from getting called.

I had a sched supervisor tell me (after a 2 hr call in to commute snafu) "I don't care what the contract says, we schedule reserves to cover the trips however we want." Since then I am always 2 hr away from call to report. It can take a long time to get out of that chair in the lounge.

OK, I see you came in mid conversation. This is how it started:

You see, we were discussing our ability as a body to make changes to a TA after the TA was signed by the NC. Then I responded to Fly4hire this way:

Then when Fly4hire still didn't agree, I posted this:

Again, we weren't discussing negotiating from an opener to a TA. We were discussing negotiating skills after a TA is reached for the purpose of changing that TA. It is that negotiating skill that we didn't have "Scrappy" use because we all voted yes to the first TA.

Clear now?

Carl

I hope you noted the name, date, and time and called ALPA immediately.

How many times has my wife told me to stop getting into the middle of conversations? Too many!! :o

My apologies for having done so and for taking your post out of context as a result.

The DL/SW rivalry goes all the way back to each company's secret ab initio training programs. While SWA candidates sacrifice kittens and puppies to desensitize them from the mandatory naked sim training, DL candidates are constantly evaluated to a higher standard.

https://i.chzbgr.com/maxW500/1491803904/hF67E4B28/

Hmmm, flamebait. Ironic.

Which is why I didn't call because my guys would have felt obligated to call back. I wanted them to enjoy a few days peace.

Anyway, had a good conversation with my rep today. Here's a quick synopsis:

1. CDO's originated from a special select sub committee of the scheduling committee, not a 4 year old defeated LEC resolution. The subcommittee inserted CDO's into the negotiating wish list. Reps found out about CDO's during their initial meetings to give direction. The reps' direction included strict limitations and provisions to any CDO's. the TA did not include those limits. Reps that were upset about their guidance being ignored were bolstered by a nearly record flood of angry emails and calls. After initially fighting the MEC, the NC went back to the company and made the changes.

2. No mention of a pay no credit lookback between now and November.

3. MEC nearly equally split on need for MEMRAT. interesting that its a philosophical split and not a split along north/south.

4. Acknowledgement that given the volumes of MEC communication, pilots were not communicated with regarding what was being negotiated.

5. The logic as to how CDO's became part of 117 (fatigue regulations) negotiations was because CDO's are covered in FAR 117. This was the open door used by the scheduling subcommittee to insert them into our opening position.

6. Company considered CDO's to be zero cost. Yet when we returned to ask for removal of them, the company gave their removal from the already signed TA to cost $4 million. So the loss of one hour to the long call leash and other stuff was determined by the company to be required to make them whole for their new additional cost of 4 million to remove CDO's that were a zero cost item when negotiations began.

Lots more stuff but this is already too long. MEC still very divided philosophically between guys like the CVG chairman who openly stated: 'we don't need MEMRAT because pilots don't have the time or the knowledge capacity to understand this stuff. That's why they hire us' ... and guys who believe just the opposite. No changes to that seen anytime soon

Carl

No prob amigo.

Carl

They have always hated the 2 hour commute concept though. Probably because they really really really like the "co-terminal" concept and anyone who is "NORAD" for the 2 hour period only has an expected immediate report at the co-terminal of their (the pilot's) choosing. So for a 10am short call if a pilot NORAD's for 2 hours and is in LGA and able to accept an immediate report, and the company needs an EWR report, well, that flight is going to be at least a couple hours late and if its rush hour on a friday…

One small win WRT the 2 hour commute to SC issue in the new TA is that we no longer have to notify the company immediately, and i mean instantly like before. Prior, if you were on an X day and got a next day short call, many schedulers expected you to notify them of your intent to use the 2 hour commute clause before you even acknowledged it. Hack in your password and call 2 seconds later, and you could get read the riot act by an irate scheduler basically accusing you of violating the contract because 2 seconds later wasn't immediate enough; for some you had to make a phone call to acknowledge and declare the 2 hour intent in the exact same sentence.

At least now, since we have no obligation on off time, can wait until we start the SC the day of (usually slightly earlier than that works in the pilot's favor anyway unless you have an exact 2 hour commute) however losing it on subsequent days is definately a loss.

In the rare event you get LC on day one, you can't use it for your day 2 SC. However with 7 SC's and staffing to the bone anyway, there won't be a whole lot of day one LC's anyway.