[QUOTE=gloopy;1706580]Just to clarify, you do not necessarily go on long call at 0000. That is only the case if you haven't gotten anything by 3pm. Regardless of if you checked or not, you can still have a legal 1000 trip or short call, as long as they did put it on your sched by 1500 the day before.

The assumption is if you don't check it from 1500-2359, fine, but you need to check it by 0000. Of course we no longer have to notify of anything, which was a massive concession IMO. Its unprecedented that we are considered notified now upon first voicemail attempted contact. That was an earth shattering giveaway that will remain forever, long after the higher duty period average goes away during the next crisis or whatever.


Gloopy,

I understand and agree with being both critical and skeptical of management, but if you think that they will be able to take away contractual provisions "during the next crisis ..." what difference does anything make?

We can apply that logic to any item in our contract that we value - payrates, duty rigs etc.

I have been screwed as bad as most of my peers here at DAL by the former corrupt management team. The same team that mostly took retention bonuses and left anyway, the same team that tried to secretly negotiate BK proof pensions while at the same time going after employee pensions. I can go on, but you get the idea.

I will forever remain highly skeptical of anything management "says" but once it is "contractual" we have to proceed on the assumption that either they will honor the contract or we (DALPA) will pursue all possibly legal remedies.

Many will argue that DALPA does not do this, and that is a valid discussion to have, but a separate issue.

Scoop

 

Same here. I'm trying to figure it out. If they place the trip on my line but never call to notify me, am I contractually on the hook to fly it?

Are they already speeding on notification procedures?

 

Didn't we go to "self notification" with the new LOA? They will just put it on your schedule and it is up to you to check and ACK the trip. If you cannot report fit for duty then you have to call and let them know. When I'm on LC, I now check about every 9 hours or so (takes me 3 to get to the airport) and ACK anything that is there. I could be doing it all wrong though....

 

I have, a couple times, had CS put a trip on my line that I noticed and shortly afterward was gone. I think what happened in my case was that I checked as they were "testing" it on my schedule. Apparently that's the only way they have to see if you're legal for the trip. Or maybe someone called them and said "hey I'm senior to that guy, why didn't I get it?"

 

I'll take my chances with an SLI. We would bury them. Loganville holdings all day, every day. In any case, they're not going to be a fake renamed DCI carrier with 77-160 seaters just because they scraped their fake little DCI certificate bumper sticker off and put a SkyTeam logo on the tail. If it was that easy it would have done a LONG time ago.

 

The one on the left won't cheer right for a week.

 

But doesn't your point about them having already ordered the aircraft and those implications work against them with DL already operating aircraft that size in the form of the 717? They have already set a precedent for 100+ seat airframes being flown on the mainline certificate.

 

They're just conservative.
Unlike Oregon.

 

I see what you are saying on a philosophical level. But we flat out traded work rules for pay…albeit somewhat embedded in work rules.

The notification requirement post FAR117 was as close as we've come (and possibly ever will again) to having "the hammer" in negotiations. We sold it, just like we did last time. We will never get either back, obviously. The magitude of that might not be apparent for a while, but if we ever take another "haircut" again, we will lose the things we got and never get back what we had.

As for "what difference does it make?" I'd say this is at least a highly "teachable moment" of what we need to stop doing. We've got to stop paying for our own raises.

 

We don't even need to take it that far. One pound or one seat above our current limits and that's it. No quarter. Let them choke on their ignorant fantasies. If we want those planes to operate on our certificate, let them bleed out (won't take long) and buy them on the courthouse steps. They have nothing we need and they have nothing we can't get ourselves for cheaper anyway. Canadair and Embraer would trip all over themselves to ink a deal with a legacy over those scrub fake ACMI RFP CEO's any day.