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Originally Posted by Gunfighter
(Post 2114650)
Here is a question for the wise among the masses before calling crew scheduling and/or ALPA. A spillover rotation was NOOP due to an equipment change. It was originally published as two flying legs, then changed to DH out (in April) and fly back (in May). Now it was dropped entirely from my schedule. The first line of the published rotation was not asterisked, but the second line had an asterisk. Section 4E1 and 4F6 were of limited help and 23K doesn't address NOOP. My initial assessment is that I am pay protected for the outbound leg in April as originally published before the DH, but that I have no pay protection for the return leg in May. I can't seem to find anything that obligates me to recovery flying.
What is my pay protection and recovery obligation? |
Originally Posted by MikeF16
(Post 2114662)
The crew scheduling handbook is often informative but is not authoritative. They may try to work with you, but if you're currently an FO on the 717 or 88 they have very little if any wiggle room, I can't intelligibly comment on manning elsewhere. If it's RR you into a golden day or CNX the turn you can guess which one they will choose.
I did a complete word search of the PWA for "golden day" and "golden x" and the only protection I could find was CS could not assign you a trip into a golden X day. If there's more that I missed, I'd love to know about it. "Crew Scheduling will make every reasonable effort to resolve any conflict between a reroute and a pilot’s scheduled vacation or other hard non-fly day, provided the pilot notifies Crew Scheduling of the conflict." Sec. 23. L. 7 (A golden x-day is a hard non-fly day) Also, if it's more than 14 hours from the start of the reroute, they are supposed to put that portion of the rotation in open time and let it go through the coverage ladder. I've had to remind Tracking of that one, but 15 minutes later it was taken care of. Know your contract, it's got plenty of protection but you need to know it's there. |
Long time lurker... a couple questions.
If you move from the right seat to the left seat on the same airplane, and it's your first captain position at delta, what is the training like? Full initial training or a shorter course? Also with this move what happens to your vacation weeks after you convert to your new category? You give up all your vacation and have to rebid it? Thanks! |
Originally Posted by easternguy
(Post 2114785)
Long time lurker... a couple questions.
If you move from the right seat to the left seat on the same airplane, and it's your first captain position at delta, what is the training like? Full initial training or a shorter course? Also with this move what happens to your vacation weeks after you convert to your new category? You give up all your vacation and have to rebid it? Thanks! |
Originally Posted by CheapTrick
(Post 2114790)
A little shorter than a full course (but not transition course short) and rebid vacation days.
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Originally Posted by easternguy
(Post 2114785)
Long time lurker... a couple questions.
If you move from the right seat to the left seat on the same airplane, and it's your first captain position at delta, what is the training like? Full initial training or a shorter course? |
How about a guy who left say the right seat 88 for the right seat ER. A year and a half later bids left seat on the 88. Will he have the full course or the requal course?
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Originally Posted by Klondike Bear
(Post 2114846)
How about a guy who left say the right seat 88 for the right seat ER. A year and a half later bids left seat on the 88. Will he have the full course or the requal course?
I asked you will get full |
Originally Posted by bohicagain
(Post 2114865)
I asked you will get full
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Inverse Assignment question. I'm on reserve and got an IA. Pay wise I'm assuming it is paid above reserve guarantee like a GS. Is that correct?
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