|
Originally Posted by capncrunch
(Post 1024338)
I thought so too but the scheduler said no it doesn't. They only know when you check the computer. Does this sound right?
I'm starting to get the feeling they put it on my schedule late and bs'd when they put it on. |
Originally Posted by LeineLodge
(Post 1024368)
Go to iCrew and check OpenTime. Then click Daily Trip Coverage and type in yesterday's date for your category. That should tell you really quickly what date/time they awarded the trip to you. They might be able to fake that, but I don't think so. All the way to the right of that screen it stamps the "Time Covered" on the trip.
I've gotten multiple annoyed messages to acknowledge something on my line, when I wasn't obligated to answer the phone yet - for a trip the following day (and didn't even have my phone on me.) Something is a litle strange about the way this one went down. I'll second the suggestion to call 1800-USA-ALPA. They've got ex-schedulers in there who have access to all the computer stuff to see who/what/where/when/why this one fell through the cracks. If you don't mind, post the result, or PM me when you find out about the VRU time stamp issue. I'd gotten a little less paranoid since moving to base, but I guess it's back to saving a .pdf screenshot of my schedule at 1501 on my last X-day :rolleyes: |
Originally Posted by capncrunch
(Post 1024342)
Yes that's how I check. I call the VRU call status and it said nothing to acknowledge.
|
Originally Posted by slowplay
(Post 1024380)
Coming off no fly days you have to check 2 things on the VRU, and I believe it does give you a time stamp on your schedule. One is short call status. The next is "next rotation or training activity". A lot of guys have been burned by only checking one and assuming or skipping the other. If you do it via computer then you'll see it with your schedule check.
Slow is correct except the VRU does not time stamp the "Pilot Last Viewed" block on your schedule. It will add the period "." in front of a rotation or a short call assignment if you acknowledge. The VRU definitely is a legal method of checking your schedule. If the scheduler told you they can't tell if you called then they are ... well, let's just say they provided you with incorrect information. One other thing to be careful of ---> there are a couple ways to check call status. The one that follows "Next rotation or training activity" and asks if you are a reserve pilot can be deceiving. If you have already acknowledged a short call some time earlier then it will say "there are no call statuses which need acknowledgement" but it will not remind you that you in fact have a short call. To hear your short call assignment you have to hit the button for "more options" (#6 I think) and then it will give you an option to check call status. I'll second the recommendation to call ALPA. They can pull the computer record to verify if you checked your schedule via VRU and they can see what time that trip was assigned. You (and probably 1 other guy) might be due some extra pay. |
Originally Posted by capncrunch
(Post 1024338)
I thought so too but the scheduler said no it doesn't. They only know when you check the computer. Does this sound right?
I'm starting to get the feeling they put it on my schedule late and bs'd when they put it on. No... I can't prove it, but I know that they know when you look at your schedule... |
Stock is in the toilet today! Almost 6% down, $7.94.:mad:
|
Originally Posted by Reroute
(Post 1024169)
For FTB or Slow
Isn't Alaska code share limited to a prorate agreement? Under a prorate agreement, isn't it true that Delta doesn't get any money from a passengers ticket for flight segments flown by Alaska with a DL passenger? Delta only makes money for the flight segment flown on the Delta aircraft. Seems like a powerful incentive to do the flying yourself, unless of course their isn't enough passenger volume to support a mainline aircraft. Is it true that the maximum number of DL coded pax on an Alaska flight segment is limited to a maximum of 86 Delta passengers or 50% of of the capacity whichever is lower and that the actual number is far less than that? Would those thin routes go to a 50 seat RJ or mainline aircraft? Also, doesn't this code share agreement cut both ways? Don't we fly Alaska passengers on our aircraft under a similar agreement, many of them to Asia? The argument that you give is logical, but what comes before this argument is more important. What is DAL's strategic vision?; One where they continue to grow organically and acquire the competition, or one where there is a gigantic transnational virtual network, where most of the flying is not performed on their branded metal, but coded metal. Pilots and unions want their companies to do well, but we also want to see growth a job protection and expansion. What we are currently seeing is growth off of our list, that provides a better network for the DAL passenger, but a nonlinear return for the pilots. IMO, that is where all of the angst is over the Metal Neutral, as well as the code share and capacity agreements. Everyone understands your points, but we need to look at the assumptions on which they are made. |
Originally Posted by Rhino Driver
(Post 1024423)
Stock is in the toilet today! Almost 6% down, $7.94.:mad:
|
ACL. Did you see my request a few pages back?
|
Originally Posted by Rhino Driver
(Post 1023790)
Off topic...
Moderators, when I initially log into APC forums, top level, if L&G is the last posting and showing on the right side for "majors," and I click on it...it takes me to the page of L&G that I last visited, or essentially the last post that I read. Any chance to change the format so that I always have the option of coming back to where I left off? Please PM if this doesn't make any sense. |
| All times are GMT -8. The time now is 10:50 PM. |
Website Copyright © 2026 MH Sub I, LLC dba Internet Brands