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Originally Posted by Alan Shore
(Post 1719116)
I do not believe that increasing max reserves costs jobs. To the extent that such an increase causes reserve pilots on an aircraft to work on average even one more minute than they did before, the staffing formula immediately begins to require more pilots on that aircraft.
[/LIST] So going from 40 to 41 minutes on average is still far from 60 but now it's fewer pilots required not because pilots are now flying to 99 hours but because they're flying entire trips that once could not have been assigned to them. Now with the threat of guys timing out gone you need far less coverage. |
Originally Posted by Alan Shore
(Post 1719116)
I do not believe that increasing max reserves costs jobs. To the extent that such an increase causes reserve pilots on an aircraft to work on average even one more minute than they did before, the staffing formula immediately begins to require more pilots on that aircraft.
But I agree with the rest of your statement. Moving days in the summer bid months and going to an 84-hour ALV did cost 100 or so jobs (assuming no change in block hours), according to the roadshow materials, by distributing the work among that many fewer pilots. The flip side then is that you have less overstaffing in the winter months, which means two things:
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Originally Posted by sailingfun
(Post 1719131)
In Nov the change to 5:15 restores those lost jobs.
The 5.15 was supposed to come with CDOs as an offset, the fact that got dropped was huge. The fact it was put forward... is indicative of "what are you going to give up to get that?" WAYGTGUTGT... how about shorter, just GUT. |
Originally Posted by forgot to bid
(Post 1719135)
The 5.15 is huge.
The 5.15 was supposed to come with CDOs as an offset, the fact that got dropped was huge. The fact it was put forward... is indicative of "what are you going to give up to get that?" WAYGTGUTGT... how about shorter, just GUT. |
Originally Posted by sailingfun
(Post 1719138)
The CDO's were something put forth by the union. The company especially with the restrictions we set up was not all that enamored with them. I was told that the 5:15 was costed out at 40 million. The CDO's at about 2 million.
The big reason the company gave us the 5:15 was to solve the FAR 117 reserve long call issues. They knew the infamous "Dickson memo" was a bluff and more and more guys were eventually going to call that bluff. |
Originally Posted by Alan Shore
(Post 1719121)
Try to keep up, please. Alfa's point was that C2012 was cost-neutral. it had nothing to do with whether it was enough, whether there was money left on the table, etc.
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Originally Posted by sailingfun
(Post 1719125)
Your also leaving out the early raise of 4%. As of the amendable date the actual raise including the profit sharing reduction was about 10.8% for lineholders on most equipment. There was a additional raise for the 88's and reserves saw another 8 Percent raise. In addition the average pilot saw 10 to 12 hours more vacation and training pay for about 1 percent more in W2. Raise at signing was a minimum of 11.8 at the bottom to 20.8 for a mad dog reserve at the high end assuming the airline made at least 2.5 billion in pre tax profit. That includes the reduction in profit sharing.
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Originally Posted by DAL 88 Driver
(Post 1719163)
I'm keeping up just fine, thank you. Alfa was touting how great we did in C2012.
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Originally Posted by sailingfun
(Post 1719138)
The CDO's were something put forth by the union. The company especially with the restrictions we set up was not all that enamored with them.
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Originally Posted by sailingfun
(Post 1719131)
In Nov the change to 5:15 restores those lost jobs.
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