4. single handedly eliminates the entire scope clause. There is no way even the pro kool aid drinkers would be OK with that. The minor leagues are not going to get 160 seaters to fly for DCI or STI (SkyTeam, Incorporated). Not going to happen.

As a Delta pilot on reserve under contract, you are required to contactable. How you meet the requirements of the contract is up to you. IMO the minimum would be to have phone access.

Denny

Edit: I know you are yankin' my chain!:)

:D....
I'm going with Gloopy's last explanation. My only thing to add is this....if I don't check at or after 1500 on my last off day I go on Long call at 0000 and the soonest anything, be it short call or a trip, can be placed on my schedule is 1000? If I don't self notify will the company attempt at 0000 or some other time afterwards or is the burden of schedule checks now on me from that point (0000) on?

In the case we have been talking about, I think it's up to you to look. Scheduling will say "you have been notified per the contract." Other than that and the schedule check when you get back from a reserve trip, I think you are correct.

I think you are also correct about 1000 being the earliest anything can be placed on your schedule unless you are coming off a hard non fly day and then it's 1200.

Denny

Transoceanic Flight Days?
 

I'm trying to figure what counts as a transoceanic day for parents flying. Does ATL-SXM count? Ie will they have to pay $75/day?

The answer I got from the scheduling committee is that the reserve availability tables only account for pilots that are qualified as of right now. So with 20+ FOs getting checked out each month the coverage awards get a little skewed. Should be plenty of availability when the day actually rolls around so I should be able to move an x day.

Good to know. Thanks for posting!

What did he say?

How do you expect to check your schedule and be contactable if you don't have a phone & internet at your home?

This from his Bloomberg interview:

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By Justin Bachman August 13, 2014
With U.S. airlines awash in cash these days, one of the big questions in the industry has become how much of that wealth will pilots seek next year when contracts at several carriers come up for renegotiation.

Contracts at four large airlines—Delta Air Lines (DAL), Hawaiian (HA), Spirit (SAVE), and Jazz Aviation, a regional operator for Air Canada—are up for talks in 2015, covering nearly 15,000 pilots represented by the Air Line Pilots Association, the largest pilots union in North America. JetBlue Airways’ (JBLU) 2,500 pilots are also hoping to secure their first contract next year, after voting this spring to join ALPA.

U.S. carriers are producing enormous profits after years of consolidation. In the most recent quarter, the six largest U.S. carriers collectively earned $3.97 billion, with American, Southwest, Alaska Airlines (ALK), and JetBlue all reporting record net income for the period. U.S. carriers lost almost $60 billion from 2000 to 2009.

“This is really a good story,” ALPA President Lee Moak said Tuesday during a visit to Bloomberg Businessweek in New York, part of a quick tour to assure Wall Street analysts that ALPA’s contract demands won’t prove onerous to airlines. “I almost can’t stand it, it’s so good.”

Shareholders have started to realize returns in the form of dividends and stock buybacks. Thanks to the profits, pilots now see themselves as collaborators with management—they increasingly lobby alongside airline executives in Washington. That, says Moak, deepens the working relationships. “All of a sudden, you find yourself on the same side of 95 percent of the issues,” he says.

Another boost has come from profit-sharing schemes adopted by the airlines as a way of rewarding employees when times are good—and the deals carry no commitments should profit shrink. In February, Delta paid employees, including its 11,900 pilots, a record $506 million in profit sharing, equal to about 8 percent of annual salaries. The airline forecasts that amount to increase next year, given higher profit this year.

Southwest expects to pay out $228 million to workers this year in profit shares, nearly double the amount from 2013. United paid $190 million in February tied to its income last year. (Delta and United make the payments on Valentine’s Day.) Several airlines also pay workers monthly incentives for meeting performance targets, such as more on-time arrivals and improvements on the rate of mishandled bags. United paid employees an extra $125 for meeting on-time arrival and departure goals in July. Delta says it paid nearly $92 million last year in similar incentives. “The employees are now coupled to the airlines,” says Moak, a Delta captain who is stepping down at year’s end after four years as president.

Of course, all the cash an airline generates can go to shareholders or employees, and that basic dynamic is likely to play out in the 2015 contract negotiations—especially at Delta and Spirit, both industry leaders when it comes to superior financial returns. Moak contends that ALPA pilots at the larger carriers enjoy what he calls “mature, good contracts” already. Radical overhauls aren’t in the cards, he says.

Most of the contract talks are likely to center on basic compensation—hourly pay rates and how much carriers pay into pilots’ retirement plans. “There will be a business discussion of pay as it relates to revenue,” Moak says. “You can argue about $2 or $2.05, and that matters to the crew member,” but “you’re working on the margins” on the new contracts, he says.

Airlines have been mum on what they’ll seek in the contract talks, despite some analyst queries on quarterly earnings calls. “We have a productive and proactive relationship with our pilots and ALPA, focused on winning in the marketplace and addressing our business challenges and opportunities together,” Delta spokeswoman Kate Modolo said in an e-mail. A Spirit spokesman, Paul Berry, declined to comment, as did a spokeswoman for Hawaiian, Alison Croyle.

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I'll look for Moak to put out a damage control letter shortly. He's a lame duck leader now, but he doesn't want open hostility for him in his last few months. He'll have to carefully craft a letter that shows him to still be interested in labor, without walking away from what he's promised Wall Street and airline management. He can't screw up his next position which will be to back airline managements.

He unmasked himself for a reason however. The ALPA president has done us a terrible disservice for the last four years. We'll get to see how in the ensuing months. This will only serve to help the alternative union movement going on at United, and show the other independents that they've made the right choice.

Welcome to ALPA jetBlue.

Carl