That's not exactly right. Recall rights were base specific.

(I don't think I met your qualifications exactly, so I will just settle for the beer.)

What's wrong with permanent recall rights anyway? I was shocked that the Old Delta didn't have them. 180 days is a joke and not even worth the contract paper it's written on. I bet they would save the company more money in training cost than single engine taxing. But, not my newly won beer. I will not wager that for anything.

 

You have to remember that the "junior" guy got the position in the first place because the "senior" guy didn't bid it. It wasn't about senioity, it was bid what you want. Of course the fences came into play but that was out of the control of the pilot group at that time. It is true that once the fences came down, the recall rights prevented come "green book" guy's from getting on an airplane till all the displaced guy's were recalled. We all were just playing by the rules the Robert's award provided. Just like we are all playing by the rules of the SLI

 

Actually both sides wanted it. Because we bought so many additional wide bodies which gave so many slots to the Republic guys, both sides wanted the ability to keep those slots once they got them. For the company, it worked out great because it meant not having to keep training new people and bumping out others. For the company, it was all about cost savings by reducing training cycles.

So again it wasn't just the red book guys that wanted to hang on to those coveted seats, it was the green side as well. Once they got them, they didn't want to be bumped out by another more senior green guy who decided to wait on the bid.

Carl

 

No, it's not just technique. The part about only one PIC and that guy being in the seat for both the takeoff and the landing is written policy. That was reiterated by SD on down at a recent meeting in NRT. If this was all just a recommendation, we'd have no problem here at all.

Carl

 

You are correct on this NWA pre Republic merger had recall rights. Had nothing to do with RED vs Green. It just stayed in the contract.

 

I said that as a response to this from alfa

 

Affordable solution to fix Apple's iPhone4 antenna screw up.



Hold Apple accountable for a crappy design
Sign Here If You Think Apple Should Give Free Cases to Fix the iPhone 4's Problems

 

Drive by question. If you have no 30n7 or 6days-n-7 constraints, can you waive an assigned rest with a ys or gs even if scheduling won't waive it?

In the midst of 6+ days but again not 6n7 issue because one of the days you didn't fly anyways.

 

By BRANDON LOOMIS

The Salt Lake Tribune

Updated 2 hours ago

After years of dreaming, Salt Lake City is now planning for a complete makeover of its airport terminal.

The push for a more efficient Delta Air Lines Western hub is now undergoing an environmental study that will be ready for public review next summer. Likely a makeover costing hundreds of millions of dollars — city officials aren’t ready to project costs — the plan is meant to replace Salt Lake’s crescent-and-spokes layout with two parallel rows of concourses. The design, planners say, will enable planes to enter from one end and exit the other, eliminating many taxiway delays.

“You have to wait for planes to back up before you can come in,” airport spokeswoman Barbara Gann said, describing a pilot’s delay at today’s airport.

Changing that won’t be cheap or fast. Because the airlines and passengers will pay for it through fees, flying out of Salt Lake could cost a few dollars more. And if airline demand hits unforeseen turbulence the way it did after the 2001 terrorist attacks and the recent recession, the already delayed project could take longer than the projected decade or more.

It has already been a long time coming, according to Minneapolis-based travel industry analyst Terry Trippler.

“Salt Lake needs to upgrade the airport,” said Trippler, who recalls thinking the building was pretty cool — back when there was a Western Airlines and it took up residence at the gates here. “It will certainly increase the chances of Delta making it an even larger hub.”

That’s a reasonable expectation, Trippler said, because Salt Lake is Delta’s westernmost hub for domestic flights, and since the airline’s merger with Northwest it appears to have even more appetite for regional destinations.

Delta officials did not respond to requests for an interview or comments about a Salt Lake upgrade. But airport Executive Director Maureen Riley said Delta and the other airlines are partners in the planning.

“Any development of airport facilities will be accomplished with the support of the air carriers serving Salt Lake City,” she said.

Runways and flight patterns are not expected to change.

Detroit, another Delta hub after the Northwest merger, is an example of what a new terminal can do for an airport, Trippler said. A $1.2 billion, 97-gate terminal completed in 2002 enhanced Detroit’s status, he said, especially as an international hub. Unlike other major players such as Chicago’s O’Hare, travelers through Detroit Metropolitan can move from domestic flights to international flights without switching to a different terminal.

An additional terminal that opened with 24 gates in Detroit two years ago cost $431 million.

Salt Lake City currently has 83 gates, and likely would add only a handful, at least in initial phases of the redesign, because the goal is efficiency rather than size. Gann would not speculate how costs would compare to Detroit or other airports.

Like in Detroit, a key aspect of the redesign is a centralized terminal, easing movement between flights. The concourses then would spread perpendicularly from the terminal. Ultimately a second line of concourses would parallel the first, accessed by an underground tram.

Before the recent economic downturn, city officials had said they hoped to open a new terminal around mid-decade. Now, construction likely won’t begin until then, Gann said.

The airport’s annual flight traffic peaked in 2005 at 442,000, but dropped to 374,000 by last year. Besides the recession’s economic drain on passengers, Gann said, the number of flights declined as airlines used bigger aircraft on fewer runs. The airport served 20 million passengers last year, ranking it 22nd in the nation and 59th worldwide.

This year, based on national trends, the Federal Aviation Administration predicts Salt Lake will field just 368,000 flights, or about what it did in the mid-1990s. Longer-term projections, though, assume regional demand growth, building back to 438,000 by 2019.

But it isn’t just travel demand that drives the need, according to Gann. Most of the existing terminal footprint was completed between 1960 and the mid-1980s.

 

The plans were in the crew lounge a few months ago
3 parallel concourses running east to west and a noth sout connector train down the middle ala ATL, just turned 90deg couterclockwise...

Cheers
George