I think they are all just enjoying the show...


lulz.

This upcoming violation has a three part remedy in my view:

• There definitely needs to be a lookback dollar component like George said to calculate the EASK difference based on ratios of the airframes DAL used in the North Atlantic JV flying.

• We definitely need a mechanism going forward to help ensure compliance, and I think now that the JV is well established and mature, a shorter measurement period is warranted.

• The more difficult part that we need not forget about is the remedy for the "QOL" losses suffered by our pilot group caused by the lack of movement. Essentially, pilots were more junior in categories and got less optimal vacation weeks, coverage awards, or less optimal rotations. All this because the scope required more pilots to create more movement than actually occurred.

I'm not sure I want to force a "fat staffing" situation. That would cause a less efficient operation overall, so lower ALV's(lower avg. monthly pay per pilot in category), way more reserve coverage so less GS/IA's(lower avg. monthy pay per pilot in category) and less PTIX because of money wasted on overstaffing, that means lower profit sharing number at the end of the year(lower avg. yearly pay per pilot company wide). The flip side is how do you quantify the QOL hit above for the lack of movement. Not an easy solution!

This is a leverage point for C2015, and I don't mind rolling a negotiated remedy into the bigger package if it helps close the deal....... BUT, it needs to be CRYSTAL CLEAR that remedies gained through JV grievance negotiations are their own "pie" and calculated separately from the results of the gains negotiated in C2015.

This is definitely going on my survey (and an email to my reps at the appropriate time).

You will actually be unqualified for the trip and if your recency has already expired, you will have to requalify, ie check ride. A couple months ago, we had this discussion...I got the particular syllabus name wrong, but it is on your fleet page with what it will entail.

2 weeks til football.

http://1.bp.blogspot.com/-eHLLAlvZ4R...wa+girls+x.jpg

Had a 4day DTW with 31 legs, left Michigan once, all the way to MKE. At the end I was a babbling idiot.

Some important nuances to point out:

- They still have to call you. You don't have to answer the phone.
- You can check your schedule without acknowledging the trip. Just hit ok without putting in your password (or don't hit the ACK on the phone after the rotation is read to you.
- If you don't ACK, they won't call you. Contractually it's your responsibility now to let them know 3 hours prior if you can't make it (not fit, etc).

Bottom line, whenever you check your schedule and see nothing on it, you have at least 12 hours to sleep, commute, go to a ball game, whatever.... as long as you know that if you turn off your phone at that moment you could have a trip in 12:01 from right now.

Internet is not not required. Schedule checks can be accomplished via VRU. I suppose a phone isn't required either. You could still list a pager number then call them back on a pay phone like on The Wire.

Any off the street guys scheduled for September class dates yet?

Wow! Iowa sure is flat.

I think the majority of Pilots both line holders and reserve will strongly disagree.

The 5:15 is huge. It affects all DAL Pilots on every day of every rotation. Reserves will for the first time be paid the same as reserve pilots.

The possible 1000 show time may negatively affect some reserve pilots a few times a year.

And finally, think about the cost of the no earlier than noon show time. That was tied via management fiat to a two hour response time for long call reserves.

Would you be willing to submit to a 2 hour long call response in exchange for a no earlier than noon first day show time?

Just my 2 cents.

Scoop