Airline Pilot Central Forums - Any "Latest & Greatest" about Delta?

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Quote:

Originally Posted by Scoop (Post 2086948)

You can move it to any flight that complies with our contract which basically says that for a domestic flight you have to arrive at least 1 hour prior to your first non-DH leg, or 1+30 prior for your first non-DH leg if it is an Ocean crossing.

Note: You are required to pro-actively notify scheduling within 24 hours of your original report.

No back-up required, however you may want to give yourself a back-up for your own piece of mind. Here is the contractual wording from our contract, section 8 Dead-head:

E. Off-Rotation Deadheads
16
17 1. A regular pilot may utilize an off-rotation deadhead at the beginning or end of a rotation.
18 2. A regular pilot is required to notify Crew Scheduling of an off-rotation deadhead at the
19 beginning of a rotation within the 24 hours preceding the report of the scheduled
20 deadhead segment.
21 3. A reserve pilot may utilize an off-rotation deadhead at the end of a rotation. He may
22 utilize an off-rotation deadhead at the beginning of a rotation only with permission from
23 Crew Scheduling.
24 4. A pilot who utilizes an off-rotation deadhead at the end of a rotation is required to give
25 prior notification to Crew Scheduling. Such notice must be given as soon as possible
26 after the arrival of the pilot’s last flying segment prior to his scheduled deadhead. Such
27 notice will be given via a voice response unit (VRU) or, at pilot option, via a call to Crew
28 Scheduling.
29 5. A pilot who utilizes an off-rotation deadhead at the beginning of a rotation is required to
30 report for duty at the departure airport of the first non-deadhead segment as follows:
31 a. one hour before the scheduled departure time of the first non-deadhead segment, or
32 b. one hour and 30 minutes before the scheduled departure time of the first non33
deadhead segment if that segment includes an ocean crossing.
34 6. The maximum on-duty time of a pilot who utilizes an off-rotation deadhead at the
35 beginning of his rotation will be determined using the report in Section 8 E. 5., or, if the
36 pilot is given prior notice, the adjusted time.
37 7. The in-base break-in-duty under Section 12 G. for a pilot who utilizes an off-rotation
38 deadhead at the end of a rotation will be determined using the scheduled release of such
39 rotation.
40 8. A pilot who utilizes an off-rotation deadhead to travel from his base, or from a domestic
41 airport or an airport in the Hawaiian Islands (other than his base), in the vicinity of his
42 permanent residence at the beginning of a rotation will be provided positive space on-line
43 transportation if:
44 a. Company Business travel can be booked in TravelNet without overbooking,
45 b. the routing does not pass through the pilot’s base,
46 c. the routing does not exceed the number of deadhead segments originally scheduled

Additionally If I was on probation I would have a back-up because you want to keep as low a profile as possible. In my opinion I would not want to highlight myself in any way, even If I was in compliance with the contract.

Scoop

I believe the FOM says that you need a backup if your originally scheduled DH provided one. I can't look up right now, kinda top of my head.

Quote:

Originally Posted by full of luv (Post 2086966)

I don't believe this is true. You do not lose any credit or time whenever you take your dh home.
Also I believe you keep your Perdiem as well on backend deviations.

You lose the per diem when you deviate, back end or front end:

8.10: Effect on per diem

a. When a pilot utilizes an off-rotation deadhead at the beginning of a rotation, his time away from base begins at the later of his actual report or the scheduled report under Section 8 E. 5.
b. When a pilot utilizes an off-rotation deadhead at the end of a rotation, his time away from base ends upon his release from his last non-deadhead segment.

Quote:

Originally Posted by iaflyer (Post 2087035)

Well, I stand corrected. It's worth the more home time though for me, so I don't usually consider that.

I did see this while looking in the contract about front end deviations, basically if you had a backup via company reservation, then your deviation should as well:

the routing is scheduled to arrive at a reasonable time before his required report under Section 8 E. 5., and
the routing provides for a subsequent flight that is scheduled to arrive at a reasonable time before his required report under Section 8 E. 5. if the pilot’s originally scheduled routing provided for such a subsequent flight.

Dudes...Can you be assigned a trip that starts right at the end of a designated rest period if you are on long call? Or do you get 12 hours after the end of your rest before you have to show? Thanks

Quote:

Originally Posted by deadseal (Post 2087101)

Dudes...Can you be assigned a trip that starts right at the end of a designated rest period if you are on long call? Or do you get 12 hours after the end of your rest before you have to show? Thanks

Short answer is yes you can. A reserve is supposed to check their schedule after block in from a trip for this very reason.

Denny

Quote:

Originally Posted by ExAF (Post 2085981)

I know you said you didn't want to give up a weekend, but if you can bid off 1-3Apr and coverage is good in Mar, you could swap and X day to 31Mar to avoid a carryout. If they did make you fly that day, it would generate a PB day you could then drop on 2 Apr if it was necessary. That wouldn't cost you any pay in Mar.

Ah, excellent--I'd considered the moved X day to 31 Mar, but not the part about the PB day.

Not sure about the application, though--if I bid off on 1 - 3 Apr as you suggest, what would I be dropping the PB day on? (NB, I have exactly zero experience with PB days.)

Is there a time limit (minimum) on how far out you have to drop a PB day?

Thanks for the pointer...!

Quote:

Originally Posted by Denny Crane (Post 2087118)

Short answer is yes you can.

Denny

Too lazy to bust out PWA but my understanding (and more importantly my experience) has always been the opposite of what you just said. As in a 30 hour rest was actually 40 hours off. That could be because they assign res the day prior, so when you start rest they wouldn't have anything for you when the rest ended--I dunno. But even with yellow slips in, it always worked out to at least 40 hours between block in and sign in for next assignment.

Quote:

Originally Posted by Sputnik (Post 2087177)

Too lazy to bust out PWA but my understanding (and more importantly my experience) has always been the opposite of what you just said. As in a 30 hour rest was actually 40 hours off. That could be because they assign res the day prior, so when you start rest they wouldn't have anything for you when the rest ended--I dunno. But even with yellow slips in, it always worked out to at least 40 hours between block in and sign in for next assignment.

You should work on that ratio.... ;)

It all depends on when you start rest versus where they are in the coverage process, no?

1) If you block in at 2000, start 30-hour rest at 2030, your rest carries you through the second following day at 0230--beyond the point which they are generally covering with reserves (MED exception applies). You're back on long call* at the end of your rest.

2) If you block in at 1000, start 30-hour rest at 1030, your rest carries you through the next day at 1630--within the period that they are covering with reserves. Assuming you meet all the rest of the parameters (RAW score, day bucket, etc.), you'd be quite ripe for that assignment. In that case, especially if you have a long block of on-call, I'd expect them to assign the 30 hours whether you currently need it or not, just to reset you to zero, then roll into the rotation.

3) If there's nothing needing coverage by the time you do your pre-release schedule check, it's a moot point--there's nothing to put on your schedule, so you go to rest then resume long call* afterward.

Sounds like you've generally fallen in scenarios 1 and/or 3; doesn't mean 2 can't/doesn't happen....

*Or short call, if so assigned--I don't know how common that is (30-hr followed by pre-assigned SC)

Quote:

Originally Posted by PWA §12.G.13

12.G.13 In order to determine what, if any, assignment has been placed on his schedule for the period following his release, a reserve pilot is required to check his schedule via DBMS/VRU after completion of the last flight segment of a rotation and prior to release. At that time, his schedule may show an assignment:
a. of a rotation with a report that is at least 12 hours after his release.
b. to short call duty beginning no earlier than 12 hours after his release (see Section 23 S. 9. b. Exception).
c. of a rest period beginning as early as his release time.

Do you guys think that asking to be on shortcall might get you out of a long call trip assignment when the do the noonish throw down if next day's assignments?

Quote:

Originally Posted by charleyvarrick (Post 2086843)

Wondering what the collective brain trust might think about the relative merits of NYC 717 vs 88 for a noob.

I live in MSP, so I want to get there ASAP; but it seems to me that the current trend is leaning towards taking a year plus to get awarded MSP.

Would I get senior quicker in NYC on the 88 or the 717? Or is it a wash? I'm thinking the seat that leads to the fastest route to holding a line will make my life as a commuter more bearable for that year plus. I was perusing the Apr bid package and the 717 has more MSP overnights which, with seniority, would be nice trips to have as a commuter.

Obviously no 717 in MSP, so maybe that trumps everything. Anything besides the 717 or 88 is out of the picture for me, as my ranking in my newhire class will have me in the solid bottom few choosers, so it's probably a moot point anyway.

717 is way better, it will take more than a year to get to MSP, and the training from 717 to 88 is only 7 sims right now (though that could change.) the commute to Detroit is much shorter than nyc so I would take 717 then get to Detroit when you can, that will come much sooner than MSP. It is so much nicer of an airplane to fly. Hotels are cheap in Detroit, you don't have to commute to 3 airports.