Any "Latest & Greatest" about Delta?
05-30-2010 | 07:17 PM
Underboob King
Joined: May 2005
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From: Guppy Commander
You're not kidding! Nothing but bad experiances with her. It got to a point where if she answered I just hung up and tried later if I needed anything. She's gone now and I've had pretty good luck since we switched to atl schedulers. We lost some good schedulers in the move but we kept some good ones also.
05-30-2010 | 07:59 PM
Gets Weekends Off
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From: B737NG-B
05-30-2010 | 08:32 PM
Inventory survival kit ..
Joined: Jul 2008
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From: Seeking no jacket required rotations
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.
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.
How do you catch a violation given to a probationary pilot on reserve that has not had the years of working under a DAL PWA and might not realize something is wrong? What would you recommend for the probationary pilot that does not feel comfortable calling any of the above named individuals? How would DALPA ever realize if there was a problem with a certain manager or if certain people were being exploited?
My recommendation in the second case would be a call (or a grievance worksheet) to Contract Admin. A call to a rep might help but they don't always know the contract either.
I am also curious how DALPA tracks its "record of contract enforcement." Does DALPA have a similar alerting system for scheduling like fNW did to catch those pilots that didn't know or are there perhaps some violations that no one ever heard about? Then there are always the 2% of pilots that cut their own deals for whatever reason.
We had pilots that would call scheduling, then ask for a Duty Manager, then would give up and call a LEC rep. which usually lead to a call to Contract Admin and a paper trail being started.
As far as burdening the CA folks with paper trails, that's why we pay dues.
If DAL has a better set of people following the contract on both sides, great. I just hope there is a way to verify it for all pilots regardless of their status in the company and their knowledge of the PWA.
05-30-2010 | 08:46 PM
Line Holder
Joined: Jan 2007
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Speaking of MLOA… the contract talks about the standard five year USERRA limit and uses the word "cumulative". Does that mean the company could go back and add together all your chunks of mil leave and that the total cannot go over five years? Specifically, what about a year of intermittent orders followed by a five year block. Does that exceed the limit? What about UTAs? Thanks!
05-30-2010 | 09:24 PM
veut gagner à la loterie
Joined: Apr 2008
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From: Light Chop
FWIW, even though coverage is below min levels for June, I've still been able to move days off around twice in the last week. And its so much fun to hit FUTURE SCHEDULE and actually see the days moved.
BTW, if I win the lottery, I'm buying a Bonanza G36.
Carry on.
BTW, if I win the lottery, I'm buying a Bonanza G36.
Carry on.
05-30-2010 | 09:46 PM
Gets Weekends Off
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From: "Prof" button manipulator
Dang it, formatting isn't working. FLYING, sent you a PM instead.
Last edited by Elliot; 05-31-2010 at 12:24 AM.
05-31-2010 | 02:29 AM
Moderator
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From: B757/767
05-31-2010 | 02:40 AM
Gets Weekends Off
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From: Left, left, left right left....
05-31-2010 | 02:43 AM
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From: B757/767
05-31-2010 | 03:02 AM
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From: Delta M88 A ATL
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.
__________________________
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.
Amazing, the DC9 2000 hourly pay rate of $192 adjusted for inflation is $247!
Every year, our contract pay rates lose ground to inflation and I am sure that ALPA and the company knows that.
So when we finish negotiating our 2012 contract and walk away "like a Cheshire cat" with a 12% raise over 4 years, the company wring it hands and pat each other on the back for a job well done....what does ALPA do?
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