Okay, I stand corrected!:) But I will say that being called out to do the above is more than likely a VERY rare situation due to rest rules and the contract.

I'm pulling this from memory but isn't our max duty day (for domestic), contractually, 15 hours and legally (FAA) 16 hours depending on sign in? And if you are going to be flying a domestic rotation, wouldn't these rules apply to the DH only leg? This is kind of a small window. Again, not saying it cannot be done just that it's probably a fairly rare situation.

Denny

Losing the -200 cost positions, end of story. I keep hearing from the South guys how much money the cargo operation was losing and how it had to go but the North management hadn't said it was gone..... Saying the -400 is a net gain, sorry but the -200 A, B, and C positions being eliminated was more than the number of -400 A positions created. I will say that the crew augmentation of the DAL contract did create positions in the -400 A but at a loss of the B positions so I guess it is where you sit as to if that helped or hurt you.

Not sure how you figure a -9 A getting displaced to a 755 B or 330 B being a pay raise?

Pretty common on the 737. They use their reserves that meet domestic rest rules to fill the domestic need and as they expire under Domestic rules use them to fill International open time which has effectively no rules. The computer is even programmed to maximize this "efficiency." Illegal to fly to BOS, or LAX, but perfect for flying to MAO a few hours later.

Short Call isn't "duty."

I really have not heard about the water being poisoned, other than what the company is doing...the "rip" program. They will start mixing as soon as the election is over.

The only thing I've learned in 6 airlines and 3 mergers is that employees have to speak for themselves, management is not our parents and if the company is not sucessfull, the employees will not be sucessfull. We can cry over our perceived loss or what they think others gained, but its not going to change anything. We need to be unified and informed, because another merger/strike/economic downturn is right around the corner. Also it takes about 10 years for people to get it together after a merger. If you don't think this merger wasn't set up while RA was still at NWA...you're smoking something. Done pontificating.

Heyas ACL,

Sooo, what you're sayin' is that I shouldn't put NYC M88 on my card unless I REALLY mean it?

Nu

yeah all cargo was losing money early in the recession, look at Fedex and UPS. They have been hurting due to the economy but have recently started seeing the surge in freight again. DAL-S made the decision to ultimately cut the freight ops out because when they took the helm the freight division was struggling, not the charter ops though. I personally think that giving up the full freight ops was a bad move in the long run as when the freight market returns we're going to miss out on that revenue.

+1 iceman49. Well said.

Bottom line is throughout these first few combined AEs there will be a lot of happy people, UNhappy people, & people who just end up feeling.......eh.

Everyone's life is being changed, & regardless of our outcome we need to understand that A LOT of other people ended up with much worse as a result of this merger.

All I'm saying is I thought the window for an ER guy on 24 hr shortcall to get a domestic trip is very small after the first 12 hr on SC.

I guess maybe I'm confused about "Whitlow." For domestic shortcall, aren't you considered "on duty" (I realize this does not apply to international ops) for the 12 hrs as far as domestic rest rules go? If so, contractually, you only have 3 hours to max duty day and 4 hrs legally.

Are you saying that I could be deadheaded on a 3 hr flight to a layover for a domestic trip in the 18th hour of my 24 hr ER shortcall?

I understand all bets are off for international trips and "Whitlow" does not apply to these ops.

Denny

If you look at the January category list you will find that the real story on wide body flying is a little different than many report here. According to my figures the percentages of pilots in the categories are as follows:

777/747 A fDL 4.4% fNW 4.6%
765/330 A fDL 2.7% fNW 7.8%
757/767 A fDL 20.4% fNW 10.3%

Total fDL 27.4% fNW 22.6%

I am sure the formatting will be messed up, but you can probably figure it out. The end result is the DL brought more wide body flying but NW brought more higher paying wide body flying. It looks like we have had about 300 retirements (including PRIP's since) the merger, almost all from fNW pilots. My guess is the arbitrator's probably looked at these factors balancing each other over the long term. Certainly this bid will cause a lot of consternation in Atlanta, but in 20+ years at Delta I have never seen a long time period where Atlanta doesn't get the best deals. Not complaining, I could have moved to Atlanta but I didn't, my choice with no regrets.

Pilots hate change and this merger has brought change. At least none of the changes includes having pilots on furlough, that's pretty good.