When the scheduler calls tell him the flights do not look good however if he can PS you to the trip you will be glad to help. More then likely he will give you PS. If not he will move on.

When I was new, I thought this job had a pension.

Practically speaking, all greenslips are voluntary. Notice I said practically.

The commute Positive space is a negotiation.

It is - a pilot can never tell what the flights might be like when he puts the GS request in. One day they might be great, one day bad. When you're on the phone with the scheduler you can discuss it. A scheduler is more likely to work with you when he has you on the phone than keep running down the GS list for a pilot who says for sure they can make it . A bird in the hand is worth two in the bush...

Cold weather aircraft repairs!
https://www.youtube.com/embed/9ruArc...yer_detailpage

I call PS a concession.

Equating PS to pay is a losing strategy and will cost us at the negotiating table. Calling it a concession and getting rid of it, along with a comprehensive reassessment of the PWA to "Restore the Profession" is the answer.

We should negotiate Section 6 with reference to industry pay ONLY and demand that Delta Pilots get an industry leading payscale.

He's back with the same old song. How about an industry leading pay scale, work rules, and current at risk profit sharing.

Not quite. That's probably what they told you in indoc, but it's not the whole story.

From the scheduling reference handbook (please read it early, read it often).

What If I Do Answer the Phone on an Off Day?

A pilot’s obligation to accept a trip on X days or regular line off days is not absolute, whether the trip is the result of a white slip (same day or next day), yellow slip, green slip, or inverse assignment. A variety of circumstances might make accepting such a trip impossible. For example:
• Not being physically located so as to be able to report.
• Having consumed alcohol.
• Lack of available child care.
• Lack of available transportation.
• Not being adequately rested. For example:
A pilot, not on call, notified of an inverse assignment should consider whether he is sufficiently rested and fit for duty to accept the scheduled rotation.
 A pilot is not required to accept an inverse assignment if he cannot meet the requirements of FAR 117.5 and certify fitness for duty for the assigned rotation.

Please go to the airline profiles at the top of the page, compare pay scales and share your logic for getting rid of profit sharing. I don't understand your position.

I'm fine with them doing that. If that's all this at risk talk is then I'm fine with it. It's the gambling of what would be better for 2016 that makes me a grumpy kitty pointed in the wrong direction.


http://www.reactiongifs.com/r/2012/12/grumpy-cat.gif