They were close to being released. However when management pulled their lawsuit stunt the NMB wouldn't release the pilots to self-help because of the pending legal matter.

Spooled, you have a lot to learn about the Railway Labor Act and negotiations in general before you start running your mouth.

 

Keep it up PNCL!

Don't settle for a slave contract like XJT!

 

How was Pinnacle ever close to being released?

And what do I need to learn about the RLA and negotiations? Please explain. I'm willing to learn.

I talked nothing about illegal work actions. I asked what the pilot group was doing. IE - Writing everything up, not blocking out until getting cargo slip, run the APU, taxi slowly, not calling ops for numbers, if you need to burn off fuel do it at idle. Look at what Northwest and ASA accomplished.

 

Dudes: DO NOT fall for this flamebait.

All of those examples would be illegal work actions if the union encouraged them.

 

What has northwest accomplished? All I see is a contractual payraise this year. They still don't have anything close to what they had prior to concessions.

ASA? Their contract is just on par with the better ones out there. By the time everybody goes through negotiations (which nearly every contract is amendable) it will likely be near the bottom. One of the pitfalls of going first.

 

The union doesn't have to encourage them. They should encourage flying safely.

How are those illegal work actions? Since when is following the FOM/CFM illegal work actions?

"Writing everything up" - Flying around with inop equipment is a violation waiting to happen.

"not blocking out until getting cargo slip." FOM specifically states you need cargo slip before closing the door.

"run the APU" - Safety issue, generator redundancy, bleed misconfig.

"taxi slowly" - Safety issue, look at all the runoffs.
"not calling ops for numbers" - Sit in the penalty box until ground crew/load control does their job.
"if you need to burn off fuel do it at idle" - FOM states taxi with no more than 35% N1, to avoid FOD ingestion.

 

NWA- Did you notice how slow they taxied over the summer? I don't know the exact details. But they were getting paid only the time they flew (hence slow taxi speed). Now they are getting 'block' values, 50% premium pay over 80 hours, and other things.

ASA- They got management to negotiate. And they got a TA. I didn't say it was a good TA. But its a hell of a lot of progress, from the 5 year stand still.

 

No you freaking DB...90% of the pilots at 9E VOTED TO AUTHORIZE A STRIKE...that's not "sitting back and wtaching" if you ask me.

Who the heck are you? Who do you work for?

 

With the hostile work environment, abuse and negativity that is unfortunately the reality at PNCL, I think it is very important to not lose sight of our number one guiding principle: "Never Compromise Safety". With that in mind, permit me to share a few observations about possible hazards to safety.

Many of us at PNCL are keenly aware that it is winter and very slippery out there. In fact, there have been several aircraft from different air carriers that have already had taxi incidents/accidents this winter due to slippery surfaces. More and more of us at PNCL are realizing the need to slow down and taxi at a safe winter speed. You can not always see ice and even if you do, by the time you see ice it may be too late.

According to the FAA, runway incursions and other pilot deviations involving surface operations are on the rise at many US airports. One of the main reasons for having two pilots is safety and redundancy. That being said, it does not help having two sets of eyes in the cockpit if one person is heads down. I think that it is only prudent that the aircraft not be taxied unless both pilots are able to devote their attention to the task at hand, a safe taxi. If there are issues to be resolved, charts to be examined, accars messages to be sent, FMS data to be inputted, manuals to be referenced, and/or other potential distractions, the aircraft should be brought to a stop. If I see that my FO is heads down and rushed, I coordinate with ground a safe location to stop until both of us can pay attention to the taxi. Since stopping on a taxiway is not always convenient, I try to either avoid blocking out until everything is in order per my FOM or I inform ground when calling for taxi that we will need to sit somewhere.

Another important note is on deicing. If there is any doubt at all, it's only prudent and responsible to err on the side of caution. Even at a few degrees above freezing on the ramp, many aircraft on a short turn may be contaminated with hard to see clear ice that they picked up on approach. In my opinion if there is any doubt at all, the only safe course of action is to go spray. Since a tactile inspection of the empenage and many other parts of the aircraft is not practical, it may be necessary to de-ice/anti-ice when encountering cold temperatures and the possibility that the aircraft may have recently encountered moisture.

When I upgraded, I distinctly remember one of my instructors emphasizing the need to exercise Captain's authority in the interest of safety regardless of the popularity of my decision with the company. I have taken that advise to heart and it has served me well. In closing, I think it's important to note that we have a professional and united pilot group. I am confident that we will remain united, professional and most importantly safe despite the hard times we face.

 

Actually 87% of the 9E pilots voted. Of those 87%, 99% voted in favor of a strike. Who are the 13%??

Its not that hard to dial a phone number and vote. All I'm saying is 90% of pilots don't volunteer their time to the union.