Any "Latest & Greatest" about Delta?
12-21-2011 | 08:22 AM
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From: A-320A
12-21-2011 | 08:23 AM
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From: DL 7ER F/O
The way I read it is that the long domestic days/multiple turns will be limited. OTOH, international categories will take a hit because the increase from 8 to 9 hour flight time will give the ATA more European destinations done with two guys versus three and segments that were previously done with 4 guys can now be done with three (SEA-PEK).
12-21-2011 | 08:23 AM
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From: A-320A
12-21-2011 | 08:24 AM
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From: Boeing Hearing and Ergonomics Lab Rat, Night Shift
I agree. So far the little bit I've been able to scan through looks quite a bit like our PWA flight/duty limits.
This WILL have an effect on the regionals. The table limiting duty day based on start time and # of legs will challenge their schedulers/planners a bit. I would routinely have 6 leg/~8 hour/15:30 duty days. Of course that's usually achievable by having a 3-ish hour sit somewhere in the day too. This will be a dramatic QOL improvement for regional pilots that don't have the contractual protections of our PWA.
I haven't seen anything in the new rules that will prevent Delta from giving us 3 hour sits though. Our duty days are already capped at or near the new limits, so they will still probably be able to have us do productivity sits. All the more reason we need to improve our duty rigs in the next contract.
This WILL have an effect on the regionals. The table limiting duty day based on start time and # of legs will challenge their schedulers/planners a bit. I would routinely have 6 leg/~8 hour/15:30 duty days. Of course that's usually achievable by having a 3-ish hour sit somewhere in the day too. This will be a dramatic QOL improvement for regional pilots that don't have the contractual protections of our PWA.
I haven't seen anything in the new rules that will prevent Delta from giving us 3 hour sits though. Our duty days are already capped at or near the new limits, so they will still probably be able to have us do productivity sits. All the more reason we need to improve our duty rigs in the next contract.
Most regional pilots credit upwards of 80-90 hrs. It's the extra hours of credit that help the lower hourly rate create a livable paycheck.
With the new work rules the regional guys will take a cut in pay or a cut in QOL because they end up giving up days off to regain their "old-rules" take-home pay.
Many regional pilots view the new rules as the FAA coming and messing with their pay...
Cheers
George
12-21-2011 | 08:26 AM
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From: window seat
Who knows, the wheels seem to be coming off the bus, and then I talk to one of the Reps from each side, and they paint a totally different picture than we see. They are untied against the company on getting a good contract. We will see if they cave or keep on fighting.
I don't see CAL offering to put furloughed UAL pilots above their active pilots yet I don't see UAL letting guys hired back in 2000-2001 be stapled to fairly recent new hires. Additionally everyone says that the CAL new hires from UAL are just place holders and won't change anything, but that could end up being a bigger can of worms than people want to think about right now.
Aside from the SLI issue, I think the two groups are probably very symbiotic and united. I just hope they hold the line on scope (50 seats and under for jets) and maybe reduce the number of larger turbo props. That, more than pay tables or anything else will be the biggest foundational support for pattern bargaining on the DL side of things.
12-21-2011 | 08:30 AM
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From: A-320A
I actually believe they are united (no pun intended) on both sides for getting a great contract. The combined operation will be a powerhouse for sure. There will be a lot of friction regarding the SLI though. How can one side that was just about to start hiring off the street merge with a side with well over 1000 on furlough when recent arbitration says furloughees go to the bottom period?
I don't see CAL offering to put furloughed UAL pilots above their active pilots yet I don't see UAL letting guys hired back in 2000-2001 be stapled to fairly recent new hires. Additionally everyone says that the CAL new hires from UAL are just place holders and won't change anything, but that could end up being a bigger can of worms than people want to think about right now.
Aside from the SLI issue, I think the two groups are probably very symbiotic and united. I just hope they hold the line on scope (50 seats and under for jets) and maybe reduce the number of larger turbo props. That, more than pay tables or anything else will be the biggest foundational support for pattern bargaining on the DL side of things.
I don't see CAL offering to put furloughed UAL pilots above their active pilots yet I don't see UAL letting guys hired back in 2000-2001 be stapled to fairly recent new hires. Additionally everyone says that the CAL new hires from UAL are just place holders and won't change anything, but that could end up being a bigger can of worms than people want to think about right now.
Aside from the SLI issue, I think the two groups are probably very symbiotic and united. I just hope they hold the line on scope (50 seats and under for jets) and maybe reduce the number of larger turbo props. That, more than pay tables or anything else will be the biggest foundational support for pattern bargaining on the DL side of things.
On the SLI issue there is a long precedence there. It will be ugly and as a result arbitrated.
12-21-2011 | 08:32 AM
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From: 767er Captain
12-21-2011 | 08:39 AM
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From: window seat
You can then run around the gate house and do this to all the noobs staring at the boarding jumbo-tron thinking they just might get the last seat:
SUPER Epic That 70's Show Mega Burn - YouTube
12-21-2011 | 08:42 AM
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From: 767er Captain
I think this will get very interesting in the next couple of years...
12-21-2011 | 08:46 AM
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From: M88B
From 117.25:
Read it carefully. Commuting just got a whole lot more interesting. 
(e) No certificate holder may schedule and no flightcrew member may accept an assignment for any reserve or flight duty period unless the flightcrew member is given a rest period of at least 10 consecutive hours immediately before beginning the reserve or flight duty period measured from the time the flightcrew member is released from duty. The 10 hour rest period must provide the flightcrew member with a minimum of 8 uninterrupted hours of sleep opportunity.
(f) If a flightcrew member determines that a rest period under paragraph (e) of this section will not provide eight uninterrupted hours of sleep opportunity, the flightcrew member must notify the certificate holder. The flightcrew member cannot report for the assigned flight duty period until he or she receives a rest period specified in paragraph (e) of this section.
(f) If a flightcrew member determines that a rest period under paragraph (e) of this section will not provide eight uninterrupted hours of sleep opportunity, the flightcrew member must notify the certificate holder. The flightcrew member cannot report for the assigned flight duty period until he or she receives a rest period specified in paragraph (e) of this section.
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