It was kinda funny that I was having to explain reserve to a 777b and a 765b the other day. The 777 guy told me that he had training this month and that with training, no trips will fit on the schedule causing him to have to be on reserve. The 765 guy said he was sent to NYC now and that there's no time up there and many if not all (can't remember exactly what he said) are on reserve as they are just building the category. I JOKINGLY told them "not to worry guys, someday you'll be senior." ha ha. I also told them not to forget how much of a PITA reserve rules currently are come 2012!

Philly

Its the 10th, bids due 8am EDT on the 12th. There's your warning.

Thou shalt not post in anger, frustration or ill minded glee that thee will be wielding the words of wisdom that will forever silence someone else... because chances are at 9:30pm and after, it won't happen. :cool:

Take a break, post tomorrow or take the time to post responses as if the person reading it was a person you really liked and a person that respects you.

I was reading that thread on AA recalls and it makes me glad that, if true, that neither Northwest Airlines or Delta Air Lines would have a system where regional pilots will flow up while furloughed pilots stay furloughed.

This maypole has been run around for a long time... probably will be for a lot longer. personally I am past caring about it. We have what we have. I think.. and it is just my opinion... that the way we do it now is better because even the most junior in a given category has a chance of getting a GS. I am not so sure that would be the case with the over 80 hours at 1.5. Besides.. that method really seems like a lot more work would need to be done in order to make some coin. I honestly don't know, and some comparative data would be interesting. Have fun with your discussion.

I never said "that all good ideas came from Delta Air Lines or DALPA and we have nothing to offer". You did. Nu intimated that all 4000 fNWA pilots are unhappy with the way things are going. So how about looking in the mirror when you make that first statement. The one thing I know for a FACT is that the product we have right now is not the final one. There will be many changes to the FOM the operating manuals etc in the coming years. But back on point. Nu consistently whines about how much better things are the way NWA used to do them. You say, "we want to help". Nice way to go about it. Blast everything South and tell us essentially how stoopid we are in the way we do things. Personally, I do not want a litigious, fire and brimstone finger in management's face kind of MEC. I think we are better than that. I don't want my LEC checking up on your LEC and your's checking up on somebody else's . It's counterproductive, and a complete waste of time and resources, not to mention just plain childish. Wax for the good ol' days all you want, but be sincere when you say "we are one group now" and don't just go thru the motions.

As the initial question states it is an alternative to collective bargaining.....

What are you so steamed up about? Just wondering.

Rocky,

Have you ever heard the saying watch out what you wish for because you might just get it - well I think it applies here. Let’s do some quick math with very conservative numbers and see what the results are. If you don’t like my assumptions try it with your own.

12,000 Delta Pilots. 75% (conservative number) line-holders results in 9000 line-holders with an average line value of 75 hours a month.

Now lets assume 1/3 of the pilots try the over 80 hour thing and they average 83 hours each.

That’s 3000 pilots averaging 8 hours over the ALV or 24,000 pilot hours.

Divide 24,000 hours by 75 (ALV) and you just surplused 320 DAL pilots. Not to mention a proportionate number going from Captain to FO and from wide-body to narrow-body, line-holder to reserve etc. Maybe the 80+ hour premium pay was one of the factors that resulted in NW running a leaner operation requiring less pilots?

These numbers are notional but I assume the MEC used actual data when they decided on what method of premium pay to go with. Maybe someone (Slowplay or Sailing?) will chime in with a better analysis.

I am not saying that the G/S method is perfect, its not, but there is a reason it was chosen. And the thought of 12000+ pilots trying to fly over 80 hours a month has trouble written all over it -especially for junior guys. :(


Scoop

PS This was discussed extensively a few thousand posts back.

PPS I am sorry, but I just noticed your analysis of the greenslips which I previously missed. Whatever your succint analysis of greenslips as "stupid" lacks in rigid scientific principals it more than makes up for it in being direct, to the point, and easy to understand. :)

Waves,

It's too bad you weren't here when we renamed him Tightonka. I think your Uncle Ferd was involved with that little party.

Gnewt

Nothing at all my friend. I was referring to some of the heated discussions which I admittedly may have started. Ooops. I just enjoy good beer and good converstaion. Don't tell anyone here, because I just love to joust by pointing out the obvious. I'm actually very laid or is it layed, back and I'm not carrying a pitch fork defensively or offensively. I also understand what I say on this thread doesn't mean squat, but the fun is in the discussion. :) It's only a matter of time before we convert all these DAL N guys to chewin tobacco and speaking in a southern drawl. (Tongue in Cheek).

I think I posted this before but: When I was a 727 Captain, I once had an FO share with me two things. Paraphrasing his words he said, "You are the most laid back Captain I have ever flown with, BUT [oh oh, I hate the but part] you taxi faster than anyone I know. Both statements made me rethink my program and adjust each accordingly. :D When guys on this or any other threads start whinning and using false logic, I beleive it is my right, no my duty to point it out. Problem is, I'm only right about 20% of the time. I'm working on that. ;)