Saling;
I did more than call the office. I talked to the person responsible for crafting this language face to face, and then via e-mail at length.

If we were at 0, 0 then 49.5 we would have bigger problems to deal with. Under the terms spelled out in MOU 14, once reaching 49.50 it is considered 50-50 and at that point a new measurement period starts. There is no look back for this scenario. They basically have three years to get there since we started at 47.2 with the addition of AZ. Some purport we could go to 0, 0 then be in compliance and that may true, but unrealistic. The bigger game is we get half of the EASK's available going forward.

What George mentions about there being no bottom end compliance right now is as far as I can tell, and as far as I have been told by those who crafted the language, is true, but not likely. We are in the initial three year measurement period with AZ. We are not even in compliance with the new balance. Once that happens what you state is true.

I may disagree with a new measurement period being down via MOU, but this language and how it is implemented is very complex. It involves the DAL marketing agreements with the other JV carriers and then them with us. What this team did was keep a even percentage of EASK's for our pilots. Yes, the corrective window will not happen for a few years, but the long term gains are significant. We have only seen a down side to the capacity since it was drafted, if there is ever an up side, we will profit handsomely. With the profit and loss of the Bundle 1 flying being shared equally, it gives incentives beyond the language in LOA 16 and MOU 14 to keep the flying as close to equal as possible. Each side gets a few city pairs they can opt out of each year, but as a whole the profit loss is shared, and therefore, the execs want the risk and exposure shared equally.

Actually, he's partially correct. If you're going into Golden Days you are automatically released from SC and LC at NOON.

Instead of just saying someone is wrong, you should say why they're wrong. You may actually find out they're right and you're wrong. Clear as mud? :D

I think tht predates Al Gore's invention of the internet.

I remember when the IBM 486 came out with the formflow program (USAF). I really could not see how you could improve a computer from that point. It really was a quantum leap ahead of the 286.

Additionally I *think* you can call and ask to be released at noon even if you're not going into hard days off. Of course if you're on Long Call and it hits noon they can't really do anything with you anyways.

It's saturday morning, would someone post pictures that has more round shape than say, an ibm 386?

Thanks.

I'm not a reserve expert, but if your credit for flying is 7530, call scheduling and let them know you'd like to be removed from reserve obligations.

They may do this automatically these days, but I dont think so.

Thanks to both. It show's my projected and actual at 75:17 (Couldn't remember the exact min. till I just looked) I will call skeds and see what they say.

You are correct Sir.

I just can't imagine how he's at 75:30 actual before the 7th of the month, without vacation. If the "PROJ: " says 75:30 then it is taking into account roughly 3:53/reserve day that you will be available. You still have to actually sit that day of reserve to get 3:53. If you APD/PD/sick or are otherwise removed from a reserve day, your "PROJ: " will be reduced by 1/18th of the reserve guarantee (or 3:53/day).

In the case of sick time your time card will show your reserve guarantee reduced by 3:53/day, but your sick bank will offset it by exactly that amount so you will be paid the same either way.

Scheduling will not release you for the rest of the month until your ACTUAL credit reaches the ALV.

Interesting. Let us know what they say, or PM me if you don't want to let your secret method out in the open. :D