Originally Posted by acl65pilot (Post 801735)

First you can get an IA on LC if you are legal for whitlow. .

Originally Posted by 1234 (Post 801767)

Only if you answer your phone while on long call ;)

Originally Posted by alfaromeo (Post 801759)

This whole discussion of "restoration" vs. "pattern bargaining" is going to be one the key issues facing the MEC in the next few years. When the Delta MEC initiated our plan to gain value from the merger, we saw the next step was to have a strong and profitable enterprise that could afford higher wages. It looks like that is going to play out in the next couple of years. The MEC will face a choice: they can start rebuilding the contract sooner by hitting some singles and doubles, or they can wait and try to hit the grand slam.

Obviously, the APA is trying to hit the grand slam and right now they are striking out. If we are going to short circuit the contract amendable date, then we will probably need to think more about short ball instead of long ball. If we wait until the end of 2012 to get into Section 6, then there will be a tough call between the profitability of the company, which may outstrip their competitors, and the rest of the marketplace for pilots. Pattern bargaining and the marketplace are important, but can an exceptional carrier provide pay and benefits above the marketplace?

Without getting into another fight, the key element is to get everyone rowing the same direction. The MEC will have internal differences within the reps and with the administration. Those differences should be fought but they should remain internal. The days of the scorching council emails have got to stop. The whole KW type poison pen letter has got to stop too. You simply cannot run an effective organization if you are constantly back stabbing each other (see the US Congress, both parties, for examples). Also, my personal opinion is that the former NWA reps need to work on healing the damage their old MEC did during the merger and SLI talks. I am sure that accommodations need to be made from others, but many of the players that initiated these scorched earth tactics are still around and they should take ownership of their actions. This is not a blame game, but it is what we are dealing with and it needs to be taken care of sooner rather than later.

Finally, the MEC will have some really tough choices. There is a lot of anger and pent up demands in the pilots. There may be no way to satisfy those demands. Will they have to courage to actually lead and make the tough calls or will they pander like the APA has been doing and let the NMB send us to the woodshed? These are very difficult questions, but ones they need to start considering now.

Originally Posted by alfaromeo (Post 801759)

This whole discussion of "restoration" vs. "pattern bargaining" is going to be one the key issues facing the MEC in the next few years. When the Delta MEC initiated our plan to gain value from the merger, we saw the next step was to have a strong and profitable enterprise that could afford higher wages. It looks like that is going to play out in the next couple of years. The MEC will face a choice: they can start rebuilding the contract sooner by hitting some singles and doubles, or they can wait and try to hit the grand slam.

Obviously, the APA is trying to hit the grand slam and right now they are striking out. If we are going to short circuit the contract amendable date, then we will probably need to think more about short ball instead of long ball. If we wait until the end of 2012 to get into Section 6, then there will be a tough call between the profitability of the company, which may outstrip their competitors, and the rest of the marketplace for pilots. Pattern bargaining and the marketplace are important, but can an exceptional carrier provide pay and benefits above the marketplace?

Without getting into another fight, the key element is to get everyone rowing the same direction. The MEC will have internal differences within the reps and with the administration. Those differences should be fought but they should remain internal. The days of the scorching council emails have got to stop. The whole KW type poison pen letter has got to stop too. You simply cannot run an effective organization if you are constantly back stabbing each other (see the US Congress, both parties, for examples). Also, my personal opinion is that the former NWA reps need to work on healing the damage their old MEC did during the merger and SLI talks. I am sure that accommodations need to be made from others, but many of the players that initiated these scorched earth tactics are still around and they should take ownership of their actions. This is not a blame game, but it is what we are dealing with and it needs to be taken care of sooner rather than later.

Finally, the MEC will have some really tough choices. There is a lot of anger and pent up demands in the pilots. There may be no way to satisfy those demands. Will they have to courage to actually lead and make the tough calls or will they pander like the APA has been doing and let the NMB send us to the woodshed? These are very difficult questions, but ones they need to start considering now.

Originally Posted by johnso29 (Post 801747)

If I GS a trip while on reserve & the 1st day of the trip is a day off, does that mean the 1st 2 days are straight pay above guarantee?

Originally Posted by Justdoinmyjob (Post 801774)

Umm, if it's more than 12 hours to sign in, it's not an IA, but just a LC assignment. If it's less than 12 hours to sign in, it's a proffer and you can turn it down.

Although, I do figure that you are being TIC.

Originally Posted by 1234 (Post 801796)

If it is less than 12 hrs it is not a proffer if you acknowledge the trip (i.e. answer the phone). You have a few contractual outs, but it is not a proffer.

Originally Posted by 1234 (Post 801796)

If it is less than 12 hrs it is not a proffer if you acknowledge the trip (i.e. answer the phone). You have a few contractual outs, but it is not a proffer.

Originally Posted by UncleSam (Post 801686)

23-3
c. A long call reserve pilot who is inversely assigned a rotation with a report that is within 12 hours of the first attempted contact will receive single pay, no credit for the first duty period of the rotation (in addition to any other pay and credit for the bid period).
Note: Inverse assignment of a long call reserve pilot within 12 hours of report will be by proffer.

This means that you get over-and-above the Res. Guar. for the time flown during the first duty period.

Originally Posted by jabwmu (Post 801791)

If you are off the first day but on reserve the second, my understanding is only the first day is paid above guarantee at straight pay. The rest would go towards guarantee.

Originally Posted by 1234 (Post 801796)

If it is less than 12 hrs it is not a proffer if you acknowledge the trip (i.e. answer the phone). You have a few contractual outs, but it is not a proffer.