Filing a grievance doesn't automatically go to a mediator or an arbitrator. It may not even lead to a formal grievance.

That is why you file it to get the paper trail started and then let the ALPA grievance review board decide whether it has merit or to let it die.

If ALPA decides its without merit, the pilot then has the option to pursue it using his/her own resources.

If ALPA decides it has merit then they can take it to system board, they can talk to the appropriate management for that department, they can wait and see if it continues. IMO a phone call from ALPA Contract Admin is likely to get quicker results than a call from a line pilot saying - You guys screwed me...


Filing a grievance quickly serves a very useful purpose in establishing a history/trend/paper trail that can be used later IF NEEDED. Even if you resolve your problem quickly on your own, you should still document it for others benefit and let ALPA Contract Admin decide what to do with the information.

We had some schedulers that kept lists of pilots that did not know the contract (so they could take advantage of them) and the ones that did know the contract (so they wouldn't have a grievance filed against them).

That eventually led to an automated system on the fNW scheduling computers that would flash (and record) a Scheduling Alert if something was not contractually legal or not legal in FARs. Even then there are things that could not or were not detected by that system, but it went a long way to detecting "trends" by certain schedulers, so it still paid dividends to at least file the grievance and add to the ALPA database..

Pilots would (hopefully) ask if there was an alert on their line when scheduling tried to assign/change something. Those pilots that did NOT know the contract now had a tool to see if they were being screwed. Even if they didn't know the language, all they had to remember was to ask about an alert on their line.

ALPA could get copies of the recorded events on request for enforcement purposes.

 

Thanks guys,
So...

Lets say in one month I fly 55 hours during my 18 days of reserve time.

If (in addition) I yellow slip one of my X-days and fly a 5 hour trip I will still only get paid the 70 hour reserve guarantee and I won't get my X-day back.

If (in addition) I green slip one of my X-days and fly the same 5 hour trip I will get 75 hours of pay that month and my X-day back?

Thanks,
Weed

 

I have had four problems with schedulers in 20+ years. Two were resolved by the schedulers, one by the Chief Pilot, and one by Contract Admin. All resulted in double pay.

I am not sure why I should burden the Contract Admin folks with useless paperwork after I got paid in the first three instances. All of your conversations with scheduling are recorded, there is an automatic trail. If you don't trust your Chief Pilot, send an email so there is a paper trail. If you ask Contract Admin, they will tell you they don't really need to hear about every reroute you are given or every time scheduling cuts a corner. Believe it or not, we somehow have managed to work through an outstanding record of enforcing the contract without swamping the CA folks with useless paper trails. If CA needs more paperwork, they will send out an alert asking pilots for it.

 

Hey my fNWA bros, thanks for all the great tips on a MEM layover. We ended up going to BB King's and watched a few really good blues bands. The lead guitar guy for the first group was 89 years old but you could tell he had the Muddy Waters thing down. Then we strolled down Beale and ate at The Pig. Finished up for a night cap at another place with cute waitresses. Can't remember the name. All in all a great layover. The redeye departure out of LAX at 0140 blows but the rest of the trip was great.

Buzz

 

Yep, that is what I was trying to say.

Also for reserves think of a IA as a GS. They both result in single play above guarantee and you get the day back.

 

For those of you who do not frequent the DALPA Forum, this was posted today. I thought it might be of interest here:
__________________________

Here’s a little perspective on our pay rates using October 1, 1986 and January 1, 2000 (1996 concessionary contract – pre-C2K) rates:

Let’s take a look at some examples of these past rates, and see what it would take in 2012 for true restoration of the buying power they provided:

(First we’ll look at some MD-88 Captain 12 year rates as a basis for comparison, and then we’ll look at some 767-300 Captain 12 year rates for the same comparisons.)

October 1, 1986 MD-88 Captain (12 yr) Rate: $135.53

January 1, 2000 MD-88 Captain (12 yr) Rate (pre-C2K): $175.00

January 1, 2012 MD-88 Captain (12 yr) Rate: $167.68

Adjusted for inflation to 2012 – (source: Tom’s Inflation Calculator)
The 1986 rate of $135.53 would be $280.13 in 2012.
The 2000 (pre-C2K) rate of $175.00 would be $233.58 in 2012.

To bring the October 1, 1986 rate to its inflation-adjusted value of $280.13 in 2012, would require a 67% increase to the current contract’s 2012 MD-88 Captain (12 yr) rate of $167.68.

To bring the January 1, 2000 (pre-C2K) rate to its inflation-adjusted value of $233.58 in 2012, would require a 33.5% increase to the current contract’s 2012 MD-88 Captain (12 yr) rate of $167.68. In other words, our new 2012 contract would need a 33.5% increase to this rate just to bring its buying power to the same level as the 1996 concessionary contract rate!



Now for the 767-300 –

October 1, 1986 767-300 Captain (12 yr) Rate: $158.21

January 1, 2000 767-300 Captain (12 yr) Rate (pre-C2K): $203.25

January 1, 2012 767-300 Captain (12 yr) Rate: $188.96

Adjusted for inflation to 2012 – (source: Tom’s Inflation Calculator)
The 1986 rate of $158.21 would be $327.01 in 2012.
The 2000 rate of $203.25 would be $271.29 in 2012.

To bring the October 1, 1986 rate to its inflation-adjusted value of $327.01 in 2012, would require a 73% increase to the current contract’s 2012 767-300 Captain (12 yr) rate of $188.96.

To bring the January 1, 2000 (pre-C2K) rate to its inflation-adjusted value of $271.29 in 2012, would require a 43.5% increase to the current contract‘s 2012 767-300 Captain (12 yr) rate of $188.96. In other words, our new 2012 contract would need a 43.5% increase to this rate just to bring its buying power to the same level as the 1996 concessionary contract rate!

Obviously, C2K buying power restoration would require substantially greater percentage increases than the ones shown above.

 

Ok, I'm lazy and don't want to research, but a quick question on training. I've read that part of our training is on cd and was curious if they would work with a Mac system or only windows.

My laptop is giving me a lot of issues, so I was thinking of switching.

 

I recall booting my Mac up in Windows mode to do the CDs.

 

Hey guys,

Can one of our current seniority holders be granted enough Mil Leave to attend UPT via the AirGuard ? and yes, he really is that young.

Thanks in advance

 

Short answer: YES.

Been on MLOA now for approx. two years, with my current set of orders taking me to the "five year" max window.

GJ