if there are gains to be had at zero to minimal overall contract cost, then the union is incompetent and the other forum thread that everyone needs to wear their tie tacks is ridiculous

but, Dave, i doubt the union left costless quality of life improvements on the table. really doubt it

(and, to define the event where the company shedulers ask a pilot on reserve to be near the parking lot and available within a couple hours as "crew desk abuse" is the height of labor employee whining. but if the 1% of the 20% wanna sit around the crash pad sofas complaining that the company wants reserves to be near the airport - go for it. personally, on reserve, i always carried a pager to a golf course near the airport and saved my whining for the bar on my days off)

 

Holy $hite Dude, We can all see your side; I politely don't agree. Based on your last paragraph it seems that you are so stubbornly burying your head in the sand and not even trying to understand the other side of the issue that I'm feeling sorry for you.

Respectfully, whether your misunderstanding is based on ignorance or arrogance; born of seniority, obtuseness or former company loyalty is largely irrelevant. You are digging and digging and digging after you've hit bottom. You seem to be unaware that reserve is not always a choice. That is an immutable truth in this industry.

Cheers.

 

As the previous poster said, I disagree.

Let's review some recent contract history, LUAL side.
1. Bankruptcy, horrendous contract, at least we can agree on that.
2. Several years in negotiating to fix that contract, before the merger was announced.
3. Merger announced. Trying to fix the bankruptcy contract during the same time as a combined contract. Lots of obstacles. Including almost being released to 30 days cooling off.
4. Not much time spent on the little things because there were so many big ones. Needed to get it done to stop Jeffy from playing games.
5. Contract extension was the time to fix a few little things, but that didn't get done. For a variety of reasons.
6. The time is now to fix those little things that we couldn't or wouldn't in the extension.

If not now when? Again, minimal negotiating capital for major gains in quality of life. Whether you agree or not, reserve is not always a choice. If it weren't so bad, it would also alter people's decisions for when to bid new equipment. Not good or bad, just a different choice. Why not make that small investment and let it grow?

 

nfl and dave

go thru my posts. i never said reserve was a choice. but you guys attack me on this point. not very good debaters are ya?
i know reserve is not always a choice. i slipped from line to rsv after 9/11.
i know reserve sucks. it sucked worse in the past but it still sucks.
endless complaining about it is whining.
"fixing it" in a collective bargaining agreement means giving up something else. if you guys don't understand that, you don't understand collective bargaining.. or any bargaining.
and that is why it likely won't be a priority in bargaining - reserves are always only about 20%. not enough votes. get it ?

jeeesh. I'm in a forum debate with a handful of knuckleheads ill-prepared for logical discussions
enjoy yourselves
I recommend hitting the links or the gym while on reserve. somewhere near the airport

 

I understand this and am willing to give up something for it in negotiations. I have told my reps that.
FYI, If you are in search of a logical discussion, then get off your high horse. It's preventing you from seeing anyone else's point.
Cheers.

 

no. i fully see "others" (about six guys on a forum) point. and i call it out as whining and i point out that it will cost in other areas to change the reserve rules. and unlike a few grumblers on a forum, i am not willing to give up other comp/rules to make reserve any better.
and apparently a majority of pilots vote the same way.
now let me climb back up on my horse....

 

FWIW, as a lineholder I want it fixed and am not willing to give up anything in this environment of record profits and significant "shareholder incentives."

The pie has become larger and I expect my union to maintain our share, which equates to a higher total cost of the pilot contract in straight dollars. We can improve both reserve & lineholder QOL and compensation. It's math.

 

I think if you answer the phone prior to 1800 you are on the hook. At least, that seems to be the direction from the union. This MEC explanation is about the FAR issue, but it says if two-way contact is made they can make an assignment before 1000, so long as it is both FAR and UPA compliant. I think voluntary or not. Do not the answer phone when not required to.

https://www.alpa.org/~/media/UAL/Fil...2014-09-04.pdf

The “legal to report” column displays the earliest time you are legal to either “report” or “depart” for your next assignment based on UPA and FAR 117 post trip off duty requirements.

There will be a “D” or an “R” before each time and date indicating which time is driving your legality. The “D” indicates the time is legal to Depart and the “R” indicates the time is legal to Report.

Note 1-Last Day Off Prior to Reserve Days: The legal to report time shown for the first day of RSV is based on the UPA 20-K-7 rules and may not consider FAR 117. A report time earlier than 1000 can only be used if the pilot answered the phone on their day off (which is never required) and is given an assignment. In other words, unless the pilot is contacted by phone (two-way communication, not simply a message) on his last day off, his legal to report time for the first day on RSV will be 1000 as driven by FAR 117.

Note 2-Short Call: A short call window can begin before the published legal to report time (“R” or “D”), however, the pilot will not be required to report/depart on a trip before the published time.

Example 1
00G1234 B SMITH D 06:00/30
In the example above, the pilot is UPA legal to depart at 0600 on the 30th. This pilot is on his first day of reserve availability after RDOs but was released at 1500 on his last day of reserve before his RDOs. The FIFO list shows the UPA legal to report time, but crew schedulers and pilots must also comply with the FAR legality. Unless the company successfully makes contact with the pilot on his day off, or unless he aggressively picks up a trip, he is not FAR legal to report until 1000. There is obviously a chance of scheduler confusion on this issue and pilots must be sure they are not inadvertently assigned a report prior to 1000.

The UPA reference is 20-K-7-a and 20-K-7-a (1):
20-K-7-a On the day following his day(s) off, a Reserve shall not be required to depart from his Base prior to 0700 except that such time shall instead be: 20-K-7-a-(1) 0600, if the Pilot was released from being available for assignment at or before 1500 on the day preceding his scheduled day(s) off.

 

yea. see. really not understanding collective bargaining. guess i shouldn't expect too much from a pilot forum
my bad
🙄

 

Additionally, the UPA requires them to call on the last day off sometimes, so when they call it's not necessarily fishing or trying to trick us. Expect to be called and just don't answer the phone.

20-K-7-c Assignments made from 1500 to 1759 on the last day off prior to reserve days shall be placed in the Pilot's schedule and the Company shall notify the Pilot by phone.

Also, a Did You Know says that they're likely to call for all assignments now. Expect to be called and just don't answer the phone.

"the crew desk’s current policy is to call all numbers on your Master Schedule and ensure you are properly notified, even in cases where the UPA does not normally require the crew desk to call."

https://www.alpa.org/~/media/UAL/Fil...ssignments.pdf