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Originally Posted by SawF16
(Post 1777919)
Careful- your logic here is only sound if you arent placed on short call. They can put you on 1000 short call and call you for a trip reporting at anytime during your one day, as long as they put it on your schedule before noon. That is- they call you at 10:15, tell you you have a 1300 report that blocks in at 2315- totally within the bounds of the contract. Nevermind the fact that they could give you a report time before noon and just say "get here ASAP".
If there is no further work on your last on call day prior to hard no fly day at noon, then you are released. Doesnt necessarily mean you have to be started by noon. If they dont put you on short call, same applies, they can theoretically call you at 0300 for a 1500 report, as long as it fits in your one day footprint. Based on whether they could fit a one day trip in, you can start to feel more comfortable, but not off the hook until noon. Im not saying any of these is probable, but they are possible. According to the folks at contract admin, your short call scenario may no longer be correct. A short call assignment on your last day prior to a hard no fly day must report prior to noon. It is no longer true that you simply have to get the call or have it placed on your sked prior to noon. I have spoken with them about this a couple of times in the past. (Best to call them and verify to be sure that what I am saying has not changed) Your long call scenario is correct. They could call at 0300 with a 1500 report as a long call assignment. The 1200 latest-report "protection" does not apply as it does with a short call . Again, I have verified that with contract admin in the past, but dyod with them to ensure it has not changed. Allot of folks are not aware of the latest report on short call (prior to hard no fly) change (I wasn't either) and could be making extra bucks if you get assigned a report time after 1200. |
Originally Posted by BlaneO
(Post 1777982)
I know a Pilot Scheduler and we discussed your scenario last week (I just came off OE). Your logic is correct, but you should confirm with scheduling the night before because they may miss your Golden Day and (wrongfully) try to fly you. They're not perfect. Just talk to the schedulers about what you're doing. They'll confirm you don't need to come in, and you'll have the conversation recorded, too. That probably holds more weight than "a guy on APC said I could do it."
Yep, watch for this as well. They sometimes do forget to put the 1200 release prior to a hard no fly day at times. |
Originally Posted by BlaneO
(Post 1777982)
I know a Pilot Scheduler and we discussed your scenario last week (I just came off OE). Your logic is correct, but you should confirm with scheduling the night before because they may miss your Golden Day and (wrongfully) try to fly you. They're not perfect. Just talk to the schedulers about what you're doing. They'll confirm you don't need to come in, and you'll have the conversation recorded, too. That probably holds more weight than "a guy on APC said I could do it."
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Originally Posted by badflaps
(Post 1778036)
It doesn't hurt to rub noses with crew sked early in your career.. Get a good rep... will pay dividends later on. Dem boys and girls control the world.
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Originally Posted by badflaps
(Post 1777856)
How is that better than the old rules?
First of all the "old rules" didn't provide for meals anyway. Secondly, I'd rather do 8:45 block in a shorter duty day and have 10 hour min rest with 8 min sleep opportunity (usually a min of 9 behind the door for me) than the old 8:00 block, where you could go over unlimited, and only 8:00 of "rest" that included local transportation. 117 isn't perfect, but its way better than the old rules in most cases. |
Originally Posted by gloopy
(Post 1778062)
117 isn't perfect, but its way better than the old rules in most cases.
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Thank you for your reply. I have been flying UAL lately, they seem to have a problem matching pilots and equipment.
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Originally Posted by Doug Masters
(Post 1778063)
Kind of. Several trips have 3 legs over 8 hrs block on day 4 after an all nighter on night 2. Add in early wake ups on the east coast for a west coast crew and it sucks. That's when I curse 117.
117 isn't perfect, but it is light years better than the old rules in almost every case. To be clear, the rules are still not where they need to be and there is still opportunity to limit pushing abuse. But it is far better than what we had before. |
Originally Posted by gloopy
(Post 1778066)
While that is rough, the old rules also had constant circadian flips with late reports late flying min rest red eyes day sleeps and long last days. I'd rather face an 8:45 last day that couldn't be extended to 9:01 after a night of at least 10 hours rest and 9 behind the door than the old rules of 8:00 block that could be extended infinitely on a 16 hour duty day with only 8 hours of so called rest "on the ground" with maybe 5 hours of sleep the night before.
117 isn't perfect, but it is light years better than the old rules in almost every case. To be clear, the rules are still not where they need to be and there is still opportunity to limit pushing abuse. But it is far better than what we had before. <BREAK> How does one book positive space DH deviation on the FRONT end of a trip? Search function on travelnet didn't help. Thanks |
Originally Posted by Doug Masters
(Post 1778072)
I think we agree on that for the most part.
<BREAK> How does one book positive space DH deviation on the FRONT end of a trip? Search function on travelnet didn't help. Thanks |
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