That sounds like everything that is right in this world.

Clamp show...midnight! Unless someone rings the sacred cowbell earlier.

 

[quote=slowplay;738655]Horse excrement.

The former DAL/NWA merger committees could not agree on a seniority list. They agreed to submit it to binding arbitration under a 3 man panel. The panel issued an award. In that award were conditions and restrictions, including fences. The MEC could no more eliminate the fences than it could move the seniority numbers of the DC-9 pilots and place them at the bottom of the list.

Any merger/SLI award differences and disagreements are not handled by the MEC. They are handled by the now independent pre-merger pilot group's designated merger representatives. They are funded from their own sources (pre-merger assessments). They make their own decisions. They each have their own respective legal counsel. The MEC has no input into their independent processes with the 3 arbitrators in the interpretation of the binding SLI and its conditions and restrictions.

One would think you would have learned from the Red and Green show...and your backhanded slam intimating "self interest" among the MEC is reprehensible.





Slow is right guys, lets get over the Fences! They are part of the SLI - that ship has sailed. Saying I don't want fences is useless - we have fences, they are part of an arbitrated agreement that we both agreed to. It is what it is. Unless you are going to bid the 777 or the 747 it dosen't matter. Bring on all the 747s that we can buy - give them all to the North guys - who gives a crap - we will all benefit. Buy more 777's and give them to the south guys, once again the 80% of guys who don't fly either should not lose any sleep on this issue. Newsflash guys - its over and the fences are here - move on. If you want to discuss missed opportunities - how about age 65.
Scoop

 

DAL used to draw the international line (south) at the equator. Now that we 73 guys fly to Quito, they've changed the pay rules (and moved the equator south of Quito). No international pay for us!! And no soup for you!!

 

Dude,

I'm in my living room.
Check YOUR PM's

Desperado

 

"Whew!" is right. I've been there. Actually, thats a great spot.

So, now the question is, will a deal with JAL take that away? No. no. It's too late to ruin 80's show with real questions....

Save it for the morning.

 

Whew I'm sure!

Let's just hope that Mrs. Ferd doesn't find out about that website....

 

The Godfather and Johnny's are just regular bars. You're right, Chicago is fine.

The layovers there are so short now that I haven't been many places in a long time. But, happy hour at Godfathers and dinner at Bobby Cadillac's and it's time for bed

 

Their contract guys work for JALways, a contract subsidiary of JAL. Apply, interview, and start at the bottom. They'll get nothing and like it

 

I think Frank was talking about Alaska, maybe I'm wrong, but some have stated no fences, some fence them from international. Everyone toss in your oppinion, it's just a blog.

FWIW, there are 1200 73N pilots at DAL prior to the AE.

 

Quito isn't considered an "ocean crossing" but you should be getting international pay for the trip. Did you check your pay statement to see if it's there?

“International operation” means a flight segment to or from an airport, or between airports, located outside the contiguous 48 states of the United States. Exception: A flight segment to or from an airport located in Canada or Alaska will not be considered an international operation.

“International pay” means an hourly pay premium paid to a pilot for flight time flown in an international operation.

I think the reason the company wanted to move the Ocean Crossing line further south was that flights with an Ocean Crossing cannot be part of a domestic category (ie: 73N) so they would have to make a separate, international category of 737 pilots.

Also, in the PWA an Ocean Crossing has more rest requirements after the flight when you get back to base:

For purposes of line construction only, a pilot will be scheduled for a break-in-duty at base of at least:
a. 11 hours following a duty period that does not include an ocean crossing.
b. 18 hours following a duty period that includes an ocean crossing (subject to Section 23 M. 8.).