I must disclose that a portion of those days start in June but it still accounts for over 125 hours of credit with 2 days off. How this job has changed in the last 27 years:(

Wow!:eek:

In November when 5:15 ADG kicks in, that would be worth 126 hours and impossible to get on a PBS award unless you had a lot of rotations that ended between 0000 and 0200. Even if all 7 rotations did that it would still be worth 89:15.

That is good news (I wish it started now). But somehow these 117 rules are more taxing.

I hear you. Write your rep. The FAA implemented these nasty rules in the name of safety. Little birdie has told me that there are more than enough pilots that are feeling the pain of 117. Only remedy we have is to write our reps and hope they hear us.

TEN

Deltanet. Crew Resources and Scheduling page. Right hand side choose "Forms & Inquiries". Complete a PBS Bid Inquiry form.

A couple month ago this was the response I received regarding rotation construction-

"Part 117 also puts the onus on us to show up for the scheduled rotation rested. 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."

Who are you and what have you done with shiznit?? :D

Good points. I'd also add that the company dragging its feet on 117 negotiations inflated IA/RR/GS numbers.

How does extending our flight duty period work? It happened to me yesterday. They kept pushing our flight back 15 minutes at a time until we were extended. I told my captain that I didn't want to extend. He pressured me into continuing. He also called crew tracking because I told him I thought we needed to concur. Crew tracking told him signing the release was concurring. I signed the release before I knew we were extending. How is that concurring? My point is it is very hard to turn down an extension. I was honestly too tired to even fight it so I flew the :45 min flight and took the path of least resistance. Actually the captain did. It was his leg. I have been more tired flying under 117 than I ever was under the old rules. You have to pretty much add a half hour to all the published FTD times because the 30 minute post flight does not count.

Doubt it. Few will end up staying because they will easily be able to go somewhere else before they "non-flow" to DL in the first place. The attrition of existing PCL pilots will likely increase as this only motivates more to leave what they somewhat rightfully see as an almost hostile work environment as soon as the "golden children" start flowing in.

And then there's the over all morale of the operation. It will be a very long time before the golden children outnumber those on the mainline side of the drawbridge.

It may help them fill some classes in the short term, but it was a huge miscalculation if the goal was to fix the attrition crisis and help the operation.

I gotta quick question. We on the MD based products seem to do a number of these three hour out station sits. I heard an Asa guy saying they were doing that too.

Is that Part 117 related? Not a big deal just curious.

Oh and nonreving sucks ###########. We ended up staying at the Renaissance last night and as a family we watched planes takeoff and land. Observation, the second high speed on 26R looks way shorter from ten stories up then it does on the ground.

The 88 thrust reverses are obnoxiously loud... Just like when sitting in the back. The 90 looks like it's barely hanging on when it comes in. And I know Bar... It is barely hanging on. :D

717s are series than everyone else's plane but I am not biased.

And A320 pilots I have a little piece of advice... Nobody likes a showoff. Freaking greases every time.

It only took 25 hours to fly to a place that's a ten hour drive away. So I reserved a one way rental back.

Even then we'd have to adjust the numbers to get true apples to apples. Any given DL 737 spends far more time giving OE because our pilots cycle in and out to different fleets. Our 737 trips have way more credit than they otherwise would have because often times we have to DH due to only to equipment on frequency. Both significant issues SWA don't have, which is fine. We have those issues, but we have them because of management choice, and they help produce greater per pilot profits than SWA.