Any "Latest & Greatest" about Delta?
08-27-2014 | 07:46 PM
The Brown Dot +1
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From: 777B
08-27-2014 | 07:47 PM
veut gagner à la loterie
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From: Light Chop
No one hates 2007 hires. Only the argument that we need to go back to the system we all worked under at the time they were hired. And I don't think anyone is trying to design a system where we "get back" at 2007 guys, or you.
I think we're all trying to develop a system that's fair, and ordering flying by seniority, provided no one has to shoulder the entire load, is fair. I think most people are coming into this discussion from a perspective of trying to make things better for all pilots, including junior captains (I really mean it).
I get the impression you're coming at this from the perspective that everyone needs to fly based on RAW scores, by restricting the size of RAW buckets, so that senior guys don't get to pass on anything. My apologies if I'm mis-representing your viewpoint, but that's the theme I'm getting out of your arguments: it's not fair for a senior guy to "escape" a trip, because back when you started, they couldn't.
I think we're all trying to develop a system that's fair, and ordering flying by seniority, provided no one has to shoulder the entire load, is fair. I think most people are coming into this discussion from a perspective of trying to make things better for all pilots, including junior captains (I really mean it).
I get the impression you're coming at this from the perspective that everyone needs to fly based on RAW scores, by restricting the size of RAW buckets, so that senior guys don't get to pass on anything. My apologies if I'm mis-representing your viewpoint, but that's the theme I'm getting out of your arguments: it's not fair for a senior guy to "escape" a trip, because back when you started, they couldn't.
Which made a new hire just as much of a prince or a peasant as anyone else, and so it was that ftb and other newhires got to think of themselves as equally entitled to flying as someone who HAD been furloughed, HAD lost the game of LOW/HIGH yellows when it was their turn, but now couldn't use their seniority at all to compete for flying anymore. We got shafted, but their perspective on this matter was based on the then-existing system of 2007.
So, to the newhires, past dues that went unrewarded went completely unnoticed.
When we finally designed and implemented something better, they 2007 guys cry bitter tears over the fact that there is LITTLE seniority bias to the Reserve system (emphasis on "little"), and they can't bear the thought of losing the artificial equality they had come to live under, never mind that it was an accident of a history they didn't share in. They sure don't mind the fact that a junior guy flies a trip they don't want, but they can't bear the idea of a senior guy sitting a little longer in a different raw bucket. It messes up their brains, this slightly unequal screw-job, even though it is entirely appropriate, and STILL fails to properly pay us back.
So, to the newhires, past dues that went unrewarded went completely unnoticed.
When we finally designed and implemented something better, they 2007 guys cry bitter tears over the fact that there is LITTLE seniority bias to the Reserve system (emphasis on "little"), and they can't bear the thought of losing the artificial equality they had come to live under, never mind that it was an accident of a history they didn't share in. They sure don't mind the fact that a junior guy flies a trip they don't want, but they can't bear the idea of a senior guy sitting a little longer in a different raw bucket. It messes up their brains, this slightly unequal screw-job, even though it is entirely appropriate, and STILL fails to properly pay us back.
Under the bucket system the guy one number junior to the other could fly the entire month before the guy one number senior flies at all. Under the bucket system with ALV+15, there is a good chance no limit will be hit as you once mentioned that under the old seniority system the junior guy would fill up and go home the rest of the month.
I think both of these guys paid their dues and I don't think that is a good system for one of them. I think a fairer system is an even split, junior guy flies first. Now I know seniority only is "how we used to do it" but "how we used to do it" is a closed shop way of doing things and not necessarily best. What I want is what is better for more pilots rather than fewer.
Sent looking into Scambo's basement from an unlocked window using tapatalk.
Last edited by forgot to bid; 08-27-2014 at 08:22 PM.
08-27-2014 | 07:56 PM
veut gagner à la loterie
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From: Light Chop
I hate 2007 hires. I think I was born that way. I often encourage other people to hate them too.
I think we should design a reserve system that screws 2007 hires. Write your reps. Answer the calls to action.
2007 hires have it too easy and more senior pilots are having to fly before the 2007 hire has hit ALV+15. That is wrong!
Sent from my parents basement using tapatalk.
I think we should design a reserve system that screws 2007 hires. Write your reps. Answer the calls to action.
2007 hires have it too easy and more senior pilots are having to fly before the 2007 hire has hit ALV+15. That is wrong!
Sent from my parents basement using tapatalk.
Sent from Scambo's basement using tapatalk.
08-27-2014 | 08:13 PM
veut gagner à la loterie
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From: Light Chop
Someone had earlier asked how the RAW score is derived, from the PWA:
There. So just get out a pen and paper and you check if it's right.
Sent from Scambo's couch watching ESPN on his 70" LED TV using tapatalk.
―Reserve assignment weighting (RAW) means a value assigned to a reserve pilot that is based on his accumulated credit in a bid period, his CROC days in a bid period, and his number of short call credits in a bid period. A reserve pilot’s RAW is used as part of the process of sequencing him for assignment to open time. Such value will be calculated using the following formula, rounded to the nearest integer:
Reserve assignment weighting =[(A / C) x 75] + [(B / D) x 100] + [E x 5), where:
A = the reserve pilot’s credit hours accumulated in the bid period plus prorated
credit hours associated with his period of unpaid absence and/or vacation
and/or training (other than qualification or distributed training), if any. The number of prorated hours associated with his period of unpaid absence and/or vacation and/or training (other than qualification or distributed training)
will be determined by multiplying the number of days of his unpaid absence and/or vacation and/or training (other than qualification or distributed training) by the reserve guarantee and then dividing that product by 30 or 31 (days of the bid period).
B = the reserve pilot’s CROC days plus prorated CROC days associated with his period of absence other than sick leave, if any (e.g., vacation, training, MLOA, PLOA). The number of prorated CROC days associated with his period of absence other than sick leave will be determined by multiplying the number of days of his absence by 16, 17, or 18 (on-call days per bid period) and then dividing that product by 30 or 31 (days of the bid period).
C = the reserve guarantee.
D = number of on-call days in a full month of reserve.
E = the number of short call periods for which the pilot has been credited in the bid period.
Reserve assignment weighting =[(A / C) x 75] + [(B / D) x 100] + [E x 5), where:
A = the reserve pilot’s credit hours accumulated in the bid period plus prorated
credit hours associated with his period of unpaid absence and/or vacation
and/or training (other than qualification or distributed training), if any. The number of prorated hours associated with his period of unpaid absence and/or vacation and/or training (other than qualification or distributed training)
will be determined by multiplying the number of days of his unpaid absence and/or vacation and/or training (other than qualification or distributed training) by the reserve guarantee and then dividing that product by 30 or 31 (days of the bid period).
B = the reserve pilot’s CROC days plus prorated CROC days associated with his period of absence other than sick leave, if any (e.g., vacation, training, MLOA, PLOA). The number of prorated CROC days associated with his period of absence other than sick leave will be determined by multiplying the number of days of his absence by 16, 17, or 18 (on-call days per bid period) and then dividing that product by 30 or 31 (days of the bid period).
C = the reserve guarantee.
D = number of on-call days in a full month of reserve.
E = the number of short call periods for which the pilot has been credited in the bid period.
Sent from Scambo's couch watching ESPN on his 70" LED TV using tapatalk.
08-27-2014 | 08:27 PM
Gets Weekends Off
Joined: Aug 2008
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I think the Go Pro cameras are a bit hyped. The files are huge and a pita to work with. I just bought one a month ago and would recommend the iPhone case someone else mentioned. My .02
08-27-2014 | 08:43 PM
veut gagner à la loterie
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From: Light Chop
08-27-2014 | 08:46 PM
No longer cares
Joined: Mar 2008
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From: 767er Captain
LOL... classic case of a guy absolutely not reading a single word of a post, and then replying to his pre-conceived notions. T, you might as well have posted, "I know you are, but what am I?"
T... the whole point of alllll this ALV+15 back and forth was that the number of guys who actually fly >ALV, up towards 99, is MEANINGLESS, and is NOT the benefit the company wanted. It's the ABILITY to push guys that high rarely if needed that removes a constraint and allows the company to accept lower winter-level manning.
T... the whole point of alllll this ALV+15 back and forth was that the number of guys who actually fly >ALV, up towards 99, is MEANINGLESS, and is NOT the benefit the company wanted. It's the ABILITY to push guys that high rarely if needed that removes a constraint and allows the company to accept lower winter-level manning.
You're right. I am totally confused now. You mean that it is not about the infinitely small potential to have to fly to 99 hours... but rather the fact that gives the company the flexibility to actually make pilots work for a paycheck in the winter???? Here I sit in the socialist utopia that is San Francisco, and all the street people are the ones who get it... I guess....
08-27-2014 | 09:27 PM
Da Hudge
Joined: Oct 2006
Posts: 17,473
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From: Poodle Whisperer
I rarely get to go to a BX, and I've flown with an increasing amount of pilots that have them for various purposes. This seemed like a good deal, and I'd like to take longer videos than my iphone's memory will allow with all the other por....umm...whoops... pictures and stuff on it.
5 bucks to the first pilot I see walking down the terminal with one mounted on top of their hat.
Btw- the raw buckets need to be more variable. There were many months where I flew considerably more than 90% of the other reserve pilots involuntarily due to the size of the buckets and my juniority at the time. It takes around 2 4-day trips to get out of bucket 1, or at least a 4 day and a 3 day. 7 days worked is greater than half my regular month as a lineholder. I hold mostly the trips I want as a lineholder now, and won't be moving for another couple years, so this isn't my fight per say... but we gotta look at the big picture and see what's going on.
Oh, and every management group says their pilot group needs to be more efficient. I flew 1000 hours a year every year at Pinnacle, and guess what they told us all the time? We're sick too much and are less efficient than other carriers. That sure sounds familiar...
08-28-2014 | 02:08 AM
Gets Weekends Off
Joined: Feb 2008
Posts: 20,876
Likes: 193
08-28-2014 | 02:52 AM
Gets Weekends Off
Joined: Feb 2008
Posts: 20,876
Likes: 193
Anyone notice a flight attendant was just put in charge of negotiating the next pilot contract?
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