They are until we see them. Not exaggerated, just visible. Reading the contract is great but until you can see how it compares when placed against ours, it's just not the same.

Next, can L-UAL pilots pick-up trips from open time the day before and do you have a long and short call out?

Yes and yes.
I was a 75/767 reserve before my latest furlough, commuting SAT (wife was stationed there; active duty AF) to IAD so that I'd always try to pick up a trip the day prior to starting reserve.
Also have long and short call. I'll defer to someone more current in the reserve system to speak of how well that's working out - there's been scheduling manipulation of that in the past.

line holders can pick up domestic and Intl until 24 hrs before dept after that it goes to the reserves. Our reserves can aggressive pick up right up to 12 hrs before if the open trip is due to a sick call. Reserves aggressive pick up window is 48 hours out for Intl and 24 hrs for domestic.

It had been decent scope until Paul Whiteford gave the company unlimited 70 seaters with the stroke of a pen. Personally, I was shocked that there was no attempt to recall him for that action.

You're right. It was a generalization. But the start of this thread impled UAL work rules may be magic and exaggerated, as if what we're suffering under has a kind of factual, grounded-in-reality inevitability.

As some folks have said here, both sides gave up a lot, perhaps none more than the furloughed. But a reserve having ALL days off immovable, everyone having 9 hours rest behind the door, and the other very few rules mentioned on this very brief thread, indicate that it isn't magic or exaggerated.

Just as UAL pilots really can't imagine what it's like to work under CAL's contract--could it really be all that bad?--yes, three quit after just a few weeks on our property, so I think we've been on the bottom so long some have a hard time imagining anything better.

Money is an easy issue to get in a new contract. Payrates will always be used against you by management.
Work rules, once lost, are extremely difficult to get back. This JCBA needs to emphasize work rules more than money.

Worth repeating over and over...
SP

"Money is an easy issue to get in a new contract. Payrates will always be used against you by management.
Work rules, once lost, are extremely difficult to get back. This JCBA needs to emphasize work rules more than money."

I'll leave out my ususal "Eff this Effing Airline" routine and comment constructively today.

Reserve at CAL sucks a whole lot.


General: All reserves must check their schedules on CCS or through phone contact with Crew Scheduling after 3pm Base Time the day before a reserve day. This means you are checking your schedule on every day off prior to beginning a block of reserve days as well as every day while on reserve. All reserves must check their schedule for additional assignments after the last leg of a pairing as follows :15 mins after block in domestic, :30 international, and at Block in for DH. Both A (long call) and B (short call) reserves get 12 days off, 8 immovable days, 4 movable. Days can be moved (rolled) on two occurances without penalty, on the third occurance (or if more than two days total have been rolled) 4:30 is added to the reserve's guarantee and then rolling may continue with no additional penalty. If you are able to trade immovable days off, those days then become movable, which is a real treat. If you are utilized for flight assignments on all 18 days of a bid period, you also get 4:30 added to your guarantee. The trip proffering window for next day open time is as follows (summary): Day before at 0900-1100 A aggressive pickup window. 1100-1200 A assignment window. 1200-1300 B aggressive pickup window. 1300-1500 B reserve assignment window.
A note on Aggresive Pickup: in order to aggresively pickup a trip, it must exactly match your calendar days of availability, except that if you are available for 4 or more days, you may pickup a 4 day trip. The trip must also not conflict with your PAW, if you have one assigned. The trip may not be picked up if it brings you to within 4:30 minutes of your monthly reserve guarntee (leveling). Aggressive pickup is first come, first serve. If you are a commuter, you will become intimately familiar with this. If you aggresive pickup a trip, that trip is no longer available to lineholder pickup. However, you are not guaranteed to keep the trip if Scheduling has other needs. You should also plan on serving (depending on the start and end times and legality) a short PAW prior to start of the pairing, typically one hour, allowing Scheduling even more opportunity to utillize you.

A Reserve: Phone available at all times on RES days, 10 hour call to push. This sounds relatively un-sucky except that: 1. guarantee is 72 hours (4 less than B reserve) and 2. Crew Scheduling can convert you from A to B reserve whenever they want (and they often do) and with no penalty until after the second occurance, at which point 1 hour is added to your guarantee for each occurance after. To summarize: you are a commuter and a 10 hour to push callout time seems acceptable. You are sitting at home in, say, Pittsburgh and are reserve in EWR. You are on your last day off prior to starting 6 days of reserve, you log in and check your schedule right at 3pm (and print your master schedule) to minimize Scheduling's window of opportunity to Eff you, and you realize that they have converted you from an A reserve to a B reserve and have given you an 0300 Phone availability window. Ouch. 3 hour callout now, and you need to get to the airport pronto, and they may repeat this situation next week with no penalty, the week after +1 hour, and the week after that for +1 hour. So essentially on the busy months, you are sitting short call reserve for 2 less hours of pay. If you read the contract, it states that An A reserve that has been converted to B will not be required to show or be phone available prior to 9am on the first day of a reserve block. This was nice until the Reserve Renegotiation LOA occured, throwing junior pilots further under the bus, and eliminating this provision in return for....... I still haven't received a straight answer on that one. 4+ years and counting.

B reserve: 3 hour callout to push. 15 hour Phone Availability Window. PAW times are assigned to set preference times in seniority order. IOW, you put in your time you would like for PAW, Scheduling is suppose to award times in seniority order. Also, if you enter a time in your Reserve Prefernce window and that time does not coincide with an actual PAW that day, then you are arbitrarily awarded a PAW- which means you have to call Scheduling and ask what the PAW's are for the day. Super Gay.

When the summer schedule kicks in, so do some of the other obscure and not-so-well-known caviats of our contract. To name a few: 24 off in 7 can occur at an international layover, including Puerto Rico, Hawaii, and Mexico. So if scheduling can put you on one of these qualifying overnights on your 6th day, away you go for another 6. This year, however, the new fatigue program is going to promote many pilots in disallowing this happy horse-puckey from happening, at least it will in my world. Double Duty periods: you get in from a redeye, or any flight landing in the morning for that matter, and are immediately released to rest to fly again that evening. Again, Fatigue program,,, can't wait. There is more but im starting to get angry, so that enough for now.

Good write up.
Just out of curiosity, are you currently on reserve on the B737?

Hey "cAPT'N"

That comment was a little below the belt--you made it to a furloughed guy who I flew with personally back in 2000 when he was a 727 S/O.

I'll buy the first round of cold beer.....WE NEED to learn to U-N-I-T-E.