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Originally Posted by forgot to bid
(Post 825546)
Okay, I'm curious now, if Comair goes on strike and Delta says, okay fine, those routes are now mainline Delta's again. Is that flying struck work?
Originally Posted by 80ktsClamp
(Post 825553)
It is! Bad juju right there.
Say ASA went on strike last night at midnight against Skywest. Tonight you have an ATL-PHF run in an MD88, 6 of the 8 flights between ATL-PHF were ASA, the second to last is the 88 and the last is Pinnacle. The passengers that would've been on that ASA flight are now on your originally scheduled flight. Are you flying struck work? With mainline and multiple DCI's sometimes sharing the same route, exactly how will a DCI strike be handled by DALPA? Because correct me if I'm wrong you can't do a solidarity strike like they do in Europe. I'm curious because its a practical question as to what will be defined as struck work considering the spaghetti like mixing of routes. Would we refuse all ATL-PHF runs for instance? Would we do the ATL-PHF run and say, we're not replacing them as this was originally scheduled? What if DAL announces a second 88 is added to ATL-PHF, then what? I know this MEC will be proactive about such issues and surely there would be a plan, I'm just wondering if it is out in the open now? |
Originally Posted by Pineapple Guy
(Post 825927)
Now that these two pilots have been identified, and NEITHER is a former Delta pilot, how about you going back and delete all of your posts that had false allegations and were attempts at slamming the Delta pilot group?:mad:
--- Or how about for the sake of the Falcon Air pilots calling in sick and refusing to fly struck work for Spirit, how about we move them up the respect totem poll and then figure out why, as slow put it, "a keyboard warrior" from within the DAL pilot group (mvndc10) wants to label all Falcon Air pilots scabs... |
Originally Posted by forgot to bid
(Post 825931)
Okay, I'm going to ask this a different way because really what I am fishing for here is "the plan" for Delta mainline pilots when it comes to a strike of a DCI.
Say ASA went on strike last night at midnight against Skywest. Tonight you have an ATL-PHF run in an MD88, 6 of the 8 flights between ATL-PHF were ASA, the second to last is the 88 and the last is Pinnacle. The passengers that would've been on that ASA flight are now on your originally scheduled flight. Are you flying struck work? With mainline and multiple DCI's sometimes sharing the same route, exactly how will a DCI strike be handled by DALPA? Because correct me if I'm wrong you can't do a solidarity strike like they do in Europe. I'm curious because its a practical question as to what will be defined as struck work considering the spaghetti like mixing of routes. Would we refuse all ATL-PHF runs for instance? Would we do the ATL-PHF run and say, we're not replacing them as this was originally scheduled? What if DAL announces a second 88 is added to ATL-PHF, then what? I know this MEC will be proactive about such issues and surely there would be a plan, I'm just wondering if it is out in the open now? It already happened during the Comair strike. The company cannot add extra sections or upguage equipment. In your example, if management added any other mainline flights, or substituted a bigger airplane for the 88, than that is considered flying struck work and you can refuse the flight. |
Originally Posted by Justdoinmyjob
(Post 825937)
It already happened during the Comair strike. The company cannot add extra sections or upguage equipment. In your example, if management added any other mainline flights, or substituted a bigger airplane for the 88, than that is considered flying struck work and you can refuse the flight.
So the 88 that was originally scheduled goes, but an 88 cannot replace the Pinnacle CRJ900 that goes after the 88, right? Now what if 757s start replacing 88s and 738s from ATL-RIC and ATL-ORF, is that upguaging? Because its obvious, if PHF is in between the two then you know what they're doing is replacing the lost ASA flights to PHF which is in between RIC and ORF. Not saying PHF is that important, just the example I know best. |
Originally Posted by forgot to bid
(Post 825942)
So the 88 that was originally scheduled goes, but an 88 cannot replace the Pinnacle CRJ900 that goes after the 88, right?
Now what if 767-300s start replacing 88s and 738s from ATL-RIC and ATL-ORF, is that upguaging? From what I remember, that was not allowed either. |
Originally Posted by Nosmo King
(Post 823585)
THe AWABS delays I have experienced have all been in ATL and its been on approx 50% of my departures. In DTW, MSP I haven't had any problems.
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It's so nice to finish a redeye and commute home, only to be assigned 0430 SC for the next day. I'm only good for 2 days, but apparently scheduling HAS to have a 0430 SC sucker and everyone else that is eligible for SC is coming off an X day so they can't be assigned any SC earlier then 0530. :mad:
I guess the one hour earlier is really going to save their butts.:rolleyes::mad: |
Originally Posted by forgot to bid
(Post 825942)
Thanks JDMJ.
So the 88 that was originally scheduled goes, but an 88 cannot replace the Pinnacle CRJ900 that goes after the 88, right? Now what if 757s start replacing 88s and 738s from ATL-RIC and ATL-ORF, is that upguaging? Because its obvious, if PHF is in between the two then you know what they're doing is replacing the lost ASA flights to PHF which is in between RIC and ORF. Not saying PHF is that important, just the example I know best. FTB, The whole concept of "Struck Work" between DAL and DCI, is not black and white but very gray in my opinion. During the COMAIR strike the union was monitoring for extra sections and upguaging etc and we as line pilots pretty much just follow DALPA guidance, but some areas are not very clear to me: What about planned seasonal changes to equipment? What about planned seasonal changes to frequency? Im sure the striking airline will not want to allow it but if it was already in the works??? What about a mechanical to a 88 that is substituted with a 737-800 or 757? It was already a scheduled flight and there is no 88 available. Does DAL have to cancel the flight? Only take the number of passengers a 88 could take? Leave behind non-revs if there are still seats left? My only advice is if this should occur - follow DALPA guidance. Scoop |
Originally Posted by Justdoinmyjob
(Post 825937)
It already happened during the Comair strike. The company cannot add extra sections or upguage equipment. In your example, if management added any other mainline flights, or substituted a bigger airplane for the 88, than that is considered flying struck work and you can refuse the flight.
They can, as Spirit did, chose not to include additional segments added by other carriers on their routes (read the letter everyone got via the ALPA National SPSC) As echoed above - best advice is to follow guidance from the MEC. |
A question for fellow short-call warriors, I was assigned an 0530 short call for this past Friday at the 1500 sched check on thursday, jumped in the car to commute and had a trip on my line by the time I got to DTW for a friday 1430ish report. Never got a phone call or "enter password to acknowledge" in icrew, just a trip showed up on my line with "BUY" next to it. I showed up to fly, of course, but I'm trying to figure out if I was ever really "notified" like I was supposed to be. Also, what does "BUY" mean on the sched?
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