So you're complaining (or simply highlighting) something happened TO you when you really did it to yourself to get home.

Internet / crew room poop stirring in all its glory folks.

Though I've flown high speeds in the past, I don't currently and don't foresee myself doing it here in the future, but I understand there's a set of guys who like them for various reasons.

A couple things related to their disappearance that affect all of our quality of life;

1) no high speeds means those early morning reports and late nights into out stations will have to be incorporated into normal trips. I, for one, am not a morning person. I'm not looking forward to more 6am flights on my trips.

2) If you're junior to someone with a high speed line or P3 reserve, they'll be bidding a regular line starting in October taking trips that could have been yours.

Not saying there's anything we can do about keeping them with an FAA interpretation clearly not on our side but I'm not going to be dancing on their grave just because I don't currently bid them thinking I'll be unaffected.

Also, as pilots, we can always try to be more empathetic. For some, high speeds are a way of life and how they make this job fit with the other parts of their life. We're pretty awesome at saying "it won't affect me, I don't care." Really not a great mentality in a union shop.

More 30 hour overnights possible as well, which could drive down productivity since our average credit per day is well above 4. I dont think it will have too big an impact. In nyc we have like what? 250 captain and 250 fo lines, and 12 cdo lines? The impact will be minor to lineholders or those who aren’t a fan, but like you said some people have built their lives or raised their family around the high speeds.

Not really, because CDOs are being taken away over what is really ridiculous in the context of 117.

The feds were never against science based fatigue studies. Science is goofy and full of strange contrasts that are true.

However you have the ability to divert or fatigue out mid flight, the company says so, the union says so, and the feds say so with a letter of interpretation that, among other things, requires you to. You weren't gonna because you wanted to be home. The feds, the contract, even the company gives you an out and you don't take it? Thats not 117 being ridiculous.

So what is this interpretation of 117 for those of us not at 9E?

It's actually 2 old interpretations that say that you cant convert an SDT to a CDO after the pilot has reported for the assignment. Essentially what the company was doing was assigning a pilot an SDT. If the flight was delayed into the "rest opportunity" they were converting it to a CDO to preserve the morning flight. FAA says you can't do that so they're eliminating CDO/SDTs entirely.

CDOs have a 12hr duty limit, SDTs have a 14 hr limit. The SDT must have a scheduled rest period that can't be interrupted. In NYC, the delays caused the SDTs to become CDOs, which the crew had to agree to the extension, but the company was automatically doing it. Pushing the departure time up in the morning to keep the scheduled rest time, was something Delta didn't want to do.

In other news, 33 of our aircraft that don't have an extra FA jumpseat (LRs, EVs, CAs, old PQs) are getting them installed. 134EV got a new galley in July that included the extra FA jumpseat. Sending one at a time until complete. So that's nice for commuters, pilots and FAs alike!

What is an SDT?