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AirTran contract summary by section
- Thread starter Lear70
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Lear70
JAFFO
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Section 5 – Scheduling
You are going to hear a lot of “claims” made from the NPA regarding this section. A lot of it will sound very good (more days off, better commutability), and SOME of what they say is verifiable, but a large portion of it is not.
Simply remember one thing:
-5.A.2 – Removal of the 16-hour “general rule” for conducting Part 91 flying on the back of a trip.
-5.A.4 – Crew Planning/Scheduling will MAXIMIZE CREW UTILIZATION per this section. This reads to possibly override any verbal promises made during pairing generator runs for the NPA during their “demonstrations” of 13-hour duty day and 4.5 hour average day calculation.
-5.B – System Schedule Committee. The NPA claims to have a good relationship with the company’s Scheduling and Planning department right now; they’d have to in order to give up our 12 hour duty day and 4 hour hard day guarantee. But read this section carefully and you’ll see that there are NO promises made by the company to do ANYTHING the SCC asks for.
[FONT="]o[/FONT]5.B.2 – “upon reasonable request…” who determines what is “reasonable”?
[FONT="]o[/FONT]5.B.2.a – “may make written recommendations…” and “…may assist the Company using Company-provided parameters…” and “Final responsibility for the preparation and posting of the schedules rests with the Company.”
-5.B.2.d – “The SSC will meet with the Company to discuss and consider the feasibility of implementing Preferential Bidding, and Virtual Bases and associated work rules. There is NO mention in here that the company can or can’t add these items without NPA consent.
-5.E.5 – A small gain: CDO’s now have a 13-hour duty maximum. The 14-hour duty max has been left out of the CDO section.
-5.E.6 – Regular Trip pairings may not have CDO’s in them, but they CAN have red-eye pairings, i.e. there are no “red-eye” lines, they’ll be incorporated into regular lines with restrictions:
[FONT="]o[/FONT]The red-eye will always be the last scheduled leg of a duty period OR it will be followed by only one scheduled leg with no more than 90 minutes scheduled ground time between those 2 legs. * NO maximum hourly limit on how long that last leg can be AFTER you just flew a red-eye *.
[FONT="]o[/FONT]Any scheduled deadhead before or after a Red-Eye will be in Business Class ONLY IF a business-class seat is available at the time of booking. No guarantee.
-5.E.8.d.1 – CDO pairings now can use a Taxi or Limo as the scheduled ground transportation. What happens if there are no Taxis and that was what the company scheduled you to use?
Line Construction
-5.F.7 – The number of reserve lines increased from 10% of the regular lines (not including CDO’s) to 12%. Confusing, considering the new reserve system, move-up lines, and open time utilization was supposed to create MORE reserves, at least according to the NPA.
-5.F.9.c – The maximum block hours that can be placed in a regular line of flying is now 95 hours as a hard number, instead of the current method of using LVI + 7.5.
-5.F.10.c – The total number of CDO’s decreased by 8% to a total of 25% of the number of stations.
-A small gain, CDO lines now receive 12 days off instead of 10/11 under current book. Looking at the last month’s lines, no CDO line had less than 12 days off anyway (the average the last 3 months of lines has been 13 days off for CDO’s).
-5.F.10.e – Still 11 hours rest in domicile between CDO pairings.
-5.F.14.e – Still 3 days required to be SCHEDULED off after CDO’s, but they can now reduce them to 2 consecutive days off at any time during the month once you’re flying that line. Can remove the middle one and you still have to do the 3rd CDO. Still limited to 3 consecutive CDO’s scheduled in a row. (paragraph out of order in T.A.)
-5.F.11.a – Addition of Tactical Reserve. Note, the TAP for this period (Telephone Availability Period) is 24 hours, 0000-2400 base local. This is questionably legal, and certainly not acceptable to have to answer the phone 24 hours a day at home.
-5.F.11.a – Tactical Reserve lines must equate to at least 10% - 40% of the total lines available for BID. It doesn’t say anywhere that, once the bid period is complete, that they must retain at least 10-40% of the reserve lines as TR and, in fact, if the lines that are TR are not “Firm”, they can be converted into Move-Up lines (read below).
-5.F.11 – Elimination of Build-Up lines, replaced with Move-Up lines. Move-up lines are NOT required to be implemented, at the whim of the company and could resulting ALL reserve lines, no build-up/move-up lines.
-5.F.11.c – “Firm” reserve lines are those that cannot be made into “Move-Up lines”.
-5.F.12.a – The other Reserve lines not annotated as “Firm” can be converted into move-up lines, including Tactical Reserve lines. Once “Moved-up”, that pilot is no longer considered on reserve.
[FONT="]o[/FONT]One scenario would be the company having 40 Reserve Lines, 4 lines as TR at the time of bid. Once bids close, the company decides that all the TR lines should become move-up lines and moves them up to created hard-lines, thus eliminating every TR line and they’re back to their normal reserve process.
-5.F.12.b – If the company decides enough people haven’t bid for “Move-up” lines, they can make more out of the reserves in inverse seniority order.
-5.F.12.c.2 – Move-up line holders who ELECTED to move-up will receive 2 of their 3-day off periods as “Golden Days Off”. The company is under no obligation to honor a pilot’s choice of these days off as originally awarded in the Reserve Line if that pilot is moved into a Move-Up line, and Crew Planning can slide those days “to the minimum extent necessary to build a complete line.”
-5.F.12.c.4 – Conflicting wording – says “Any reserve Moved-Up to a Regular line shall not receive “Golden Days”. It appears from the way the section is organized, that if you were moved up and didn’t want to be, you don’t get the Golden Days, but it might mean something completely different; there’s no Q&A for this error.
-5.F.14 – Contrary to what has been said, you don’t get to pick your Golden Days during the bid period, only after the final bid award and what’s left of your scheduled off days, as follows:
-5.F.14.d.4.a – All reserve lines will contain at least 2 blocks of days off containing 3 consecutive days off. Same as current book.
-5.F.14.d.4.a – All reserve lines will contain at least 12 days off.
-5.F.14.d.6 – This section is out of order, but this is where it belongs. Once the Reserve Schedule Award is final, a pilot may designate up to two of his blocks of days off as “Golden Days Off” which the Company may not move, except by Mutual Consent”. It doesn’t say anything about whether those blocks of days off are 2 days in a row, 3 days in a row, or more; just “2 of his blocks of days off”.
-5.F.14.d.4.b – Once the award is final, a reserve pilot can STILL have his off-days moved (against his will) in one of two ways:
[FONT="]o[/FONT]3 days or MORE before the first calendar day affected, up to 2 consecutive days off may be moved in either direction, as many days as the company wants, to be put back on Reserve on what WAS a day off. Once moved, this set of days cannot be moved again.
[FONT="]o[/FONT]NOTE: It doesn’t say anything about how MANY different day off blocks can be moved like this, except for your Golden Days Off.
[FONT="]o[/FONT]Once inside the 3 day window before the day they want to move, the Company can assign you to an actual FLIGHT assignment (not a reserve day) and extend you 2 days in either direction (bring you on 2 days early or keep you 2 extra days).
[FONT="]o[/FONT]NOTE: This time there’s no limit to how many times they can change you inside the 3 day window before the duty period they want to change. As long as you’re on duty, you have to acknowledge the assignment. Also, once again, there’s no limit to how many times they can do this during the month, except for GDO’s.
That's about 1/4 to 1/3 of the way through Sec 5... still working
You are going to hear a lot of “claims” made from the NPA regarding this section. A lot of it will sound very good (more days off, better commutability), and SOME of what they say is verifiable, but a large portion of it is not.
Simply remember one thing:
If it’s NOT in writing, in black and white, with the words “SHALL” or “MUST” accompanying it, then you have no guarantee of ANYTHING except that the company will do whatever it needs to maximize their goals, be it on-time performance, profit maximization, or crew utilization maximization. Where do you think our Quality of Life falls in that equation?
-5.A.2 – Removal of the 16-hour “general rule” for conducting Part 91 flying on the back of a trip.
-5.A.4 – Crew Planning/Scheduling will MAXIMIZE CREW UTILIZATION per this section. This reads to possibly override any verbal promises made during pairing generator runs for the NPA during their “demonstrations” of 13-hour duty day and 4.5 hour average day calculation.
-5.B – System Schedule Committee. The NPA claims to have a good relationship with the company’s Scheduling and Planning department right now; they’d have to in order to give up our 12 hour duty day and 4 hour hard day guarantee. But read this section carefully and you’ll see that there are NO promises made by the company to do ANYTHING the SCC asks for.
[FONT="]o[/FONT]5.B.2 – “upon reasonable request…” who determines what is “reasonable”?
[FONT="]o[/FONT]5.B.2.a – “may make written recommendations…” and “…may assist the Company using Company-provided parameters…” and “Final responsibility for the preparation and posting of the schedules rests with the Company.”
-5.B.2.d – “The SSC will meet with the Company to discuss and consider the feasibility of implementing Preferential Bidding, and Virtual Bases and associated work rules. There is NO mention in here that the company can or can’t add these items without NPA consent.
-5.E.5 – A small gain: CDO’s now have a 13-hour duty maximum. The 14-hour duty max has been left out of the CDO section.
-5.E.6 – Regular Trip pairings may not have CDO’s in them, but they CAN have red-eye pairings, i.e. there are no “red-eye” lines, they’ll be incorporated into regular lines with restrictions:
[FONT="]o[/FONT]The red-eye will always be the last scheduled leg of a duty period OR it will be followed by only one scheduled leg with no more than 90 minutes scheduled ground time between those 2 legs. * NO maximum hourly limit on how long that last leg can be AFTER you just flew a red-eye *.
[FONT="]o[/FONT]Any scheduled deadhead before or after a Red-Eye will be in Business Class ONLY IF a business-class seat is available at the time of booking. No guarantee.
-5.E.8.d.1 – CDO pairings now can use a Taxi or Limo as the scheduled ground transportation. What happens if there are no Taxis and that was what the company scheduled you to use?
Line Construction
-5.F.7 – The number of reserve lines increased from 10% of the regular lines (not including CDO’s) to 12%. Confusing, considering the new reserve system, move-up lines, and open time utilization was supposed to create MORE reserves, at least according to the NPA.
-5.F.9.c – The maximum block hours that can be placed in a regular line of flying is now 95 hours as a hard number, instead of the current method of using LVI + 7.5.
-5.F.10.c – The total number of CDO’s decreased by 8% to a total of 25% of the number of stations.
-A small gain, CDO lines now receive 12 days off instead of 10/11 under current book. Looking at the last month’s lines, no CDO line had less than 12 days off anyway (the average the last 3 months of lines has been 13 days off for CDO’s).
-5.F.10.e – Still 11 hours rest in domicile between CDO pairings.
-5.F.14.e – Still 3 days required to be SCHEDULED off after CDO’s, but they can now reduce them to 2 consecutive days off at any time during the month once you’re flying that line. Can remove the middle one and you still have to do the 3rd CDO. Still limited to 3 consecutive CDO’s scheduled in a row. (paragraph out of order in T.A.)
-5.F.11.a – Addition of Tactical Reserve. Note, the TAP for this period (Telephone Availability Period) is 24 hours, 0000-2400 base local. This is questionably legal, and certainly not acceptable to have to answer the phone 24 hours a day at home.
-5.F.11.a – Tactical Reserve lines must equate to at least 10% - 40% of the total lines available for BID. It doesn’t say anywhere that, once the bid period is complete, that they must retain at least 10-40% of the reserve lines as TR and, in fact, if the lines that are TR are not “Firm”, they can be converted into Move-Up lines (read below).
-5.F.11 – Elimination of Build-Up lines, replaced with Move-Up lines. Move-up lines are NOT required to be implemented, at the whim of the company and could resulting ALL reserve lines, no build-up/move-up lines.
-5.F.11.c – “Firm” reserve lines are those that cannot be made into “Move-Up lines”.
-5.F.12.a – The other Reserve lines not annotated as “Firm” can be converted into move-up lines, including Tactical Reserve lines. Once “Moved-up”, that pilot is no longer considered on reserve.
[FONT="]o[/FONT]One scenario would be the company having 40 Reserve Lines, 4 lines as TR at the time of bid. Once bids close, the company decides that all the TR lines should become move-up lines and moves them up to created hard-lines, thus eliminating every TR line and they’re back to their normal reserve process.
-5.F.12.b – If the company decides enough people haven’t bid for “Move-up” lines, they can make more out of the reserves in inverse seniority order.
-5.F.12.c.2 – Move-up line holders who ELECTED to move-up will receive 2 of their 3-day off periods as “Golden Days Off”. The company is under no obligation to honor a pilot’s choice of these days off as originally awarded in the Reserve Line if that pilot is moved into a Move-Up line, and Crew Planning can slide those days “to the minimum extent necessary to build a complete line.”
-5.F.12.c.4 – Conflicting wording – says “Any reserve Moved-Up to a Regular line shall not receive “Golden Days”. It appears from the way the section is organized, that if you were moved up and didn’t want to be, you don’t get the Golden Days, but it might mean something completely different; there’s no Q&A for this error.
-5.F.14 – Contrary to what has been said, you don’t get to pick your Golden Days during the bid period, only after the final bid award and what’s left of your scheduled off days, as follows:
-5.F.14.d.4.a – All reserve lines will contain at least 2 blocks of days off containing 3 consecutive days off. Same as current book.
-5.F.14.d.4.a – All reserve lines will contain at least 12 days off.
-5.F.14.d.6 – This section is out of order, but this is where it belongs. Once the Reserve Schedule Award is final, a pilot may designate up to two of his blocks of days off as “Golden Days Off” which the Company may not move, except by Mutual Consent”. It doesn’t say anything about whether those blocks of days off are 2 days in a row, 3 days in a row, or more; just “2 of his blocks of days off”.
-5.F.14.d.4.b – Once the award is final, a reserve pilot can STILL have his off-days moved (against his will) in one of two ways:
[FONT="]o[/FONT]3 days or MORE before the first calendar day affected, up to 2 consecutive days off may be moved in either direction, as many days as the company wants, to be put back on Reserve on what WAS a day off. Once moved, this set of days cannot be moved again.
[FONT="]o[/FONT]NOTE: It doesn’t say anything about how MANY different day off blocks can be moved like this, except for your Golden Days Off.
[FONT="]o[/FONT]Once inside the 3 day window before the day they want to move, the Company can assign you to an actual FLIGHT assignment (not a reserve day) and extend you 2 days in either direction (bring you on 2 days early or keep you 2 extra days).
[FONT="]o[/FONT]NOTE: This time there’s no limit to how many times they can change you inside the 3 day window before the duty period they want to change. As long as you’re on duty, you have to acknowledge the assignment. Also, once again, there’s no limit to how many times they can do this during the month, except for GDO’s.
That's about 1/4 to 1/3 of the way through Sec 5... still working
Last edited:
Lear70
JAFFO
- Joined
- Oct 17, 2003
- Posts
- 7,487
-[FONT="] [/FONT]5.L-6-2 – If a pilot is improperly awarded a line and submits a valid protest, the company must re-run the bid. HOWEVER, the current language requiring the company to make the pilot “financially whole”, i.e. be paid for the line he SHOULD have been awarded and days off, duty and TAFB (per diem) has been REMOVED and does not exist.
-[FONT="] [/FONT]5.M.1.a.3 – Carry-In day conflicts will be resolved in terms of highest carry-in groupings and seniority, i.e. 3-day carry-ins fixed from most senior to most junior pilot, then 2 day carry-ins, then 1-day carry-ins. This actually skews seniority to a certain extent.
-[FONT="] [/FONT]5.M.1.a.4 – Any FAR conflict adjustment will be done on the front or back end of the pairing in the NEW bid period and will be kept to the minimum required. In other words, if you need a 24/7 day off, they can take the first or last day of the pairing in the NEW month to adjust, but won’t take the pairing out of the previous month and adjust it. This could result in a single day off, but is about as good a fix as it gets and is consistent with what they already do now.
-[FONT="] [/FONT]5.N – SAP
[FONT="]o[FONT="] [/FONT][/FONT]Addition of reserve coverage checks for SAP 1. Currently we have no minimum coverage and they don’t check coverage for SAP 1. Now they want to add it.
[FONT="]o[FONT="] [/FONT][/FONT]The “floors” are much too high, starting at 22% required reserve coverage, up to 31% on weekends, and 40% on Holidays and weekends that are considered part of the holiday, such as Memorial Day Weekend.
[FONT="]o[FONT="] [/FONT][/FONT]Reserve coverage checks the same for SAP 2 as well, MUCH too high.
[FONT="]o[FONT="] [/FONT][/FONT]No “trial period” to see if this coverage level will work and will allow the system to work as good or better than the current system.
-[FONT="] [/FONT]5.O.1 – A pilot is required to clear all pending notifications 24 hours prior to the beginning of the next bid period’s operation (usually by the end of the day on the 28th). If the pilot hasn’t cleared the notification for a trip within 10 hours of the report time, he may be removed from the trip without pay.
[FONT="]o[FONT="] [/FONT][/FONT]Note: No allowance given for pilots on trips during this time who don’t have access to a computer.
-[FONT="] [/FONT]5.O.4 – If a pilot knows he is going to be out sick for more than 3 days, he must let Crew Scheduling know the planned duration of the sick event.
-[FONT="] [/FONT]5.O.5 – Return to original trip after calling out sick:
[FONT="]o[FONT="] [/FONT][/FONT]If a pilot calls out sick and wants to be put back on the trip later, he can’t do it sooner than 12 hours from the original report time of the trip.
[FONT="]o[FONT="] [/FONT][/FONT]If any portion of his original flight assignment is “available”, Crew Sched MAY return the pilot to that flight assignment. No mention of what “available” means and no guarantee they have to agree with you or put you back on the trip.
[FONT="]o[FONT="] [/FONT][/FONT]If it’s not available and another assignment comes available, you can pick that trip up (current system).
[FONT="]o[FONT="] [/FONT][/FONT]If neither of those options is available, you can “request” that Crew Sched place you on reserve and you’ll get paid whatever reserve period pays (3.5 hours per day IF you fly, nothing if you don’t).
[FONT="]o[FONT="] [/FONT][/FONT]If they don’t use you per the above, they take it out of your sick bank, even if you sat reserve.
[FONT="]o[FONT="] [/FONT][/FONT]If you rejoin your trip, you don’t get the minimum daily average for the day you rejoin the trip, just leg by leg credit for what you fly.
-[FONT="] [/FONT]5.O.6 – Late Report
[FONT="]o[FONT="] [/FONT][/FONT]If you can’t report on-time, you have to tell Crew Scheduling not only the time you will be there, but also why you’re late and it will be recorded.
[FONT="]o[FONT="] [/FONT][/FONT]Your pay will be reduced for the trip(s) you are removed from.
[FONT="]o[FONT="] [/FONT][/FONT]Crew Scheduling decides whether they want to delay the flight, put you back on it later in the day, deadhead you out to rejoin it, reassign you to whatever THEY want, if it will return you to domicile no later than the end of the last calendar day of the original flight assignment, or offer you reserve.
[FONT="]o[FONT="] [/FONT][/FONT]It’s not clear if you’d get paid for taking reserve in this case, 4.V.7.c simply says you’ll get paid the credit of that assignment which, in this contract, is ZERO if you don’t fly on reserve.
-[FONT="] [/FONT]5.O.9.a.2 – No compensatory day off for a return to domicile past 0200 on your scheduled day off.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay does NOT result in an additional duty period to get back to domicile, you do get paid the duty-period guarantee for that day, which is 4.5 hours.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay DOES result in an additional duty period to get back to domicile, and you get back before 1000, and you only have one day off, you get no compensatory day off and you will be paid 1.5 * the block for that day OR 4.5 hours, whichever is greater.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay DOES result in an additional duty period to get back to domicile and you get back AFTER 1000, they check to see if you are scheduled for more than one day off now. If you are NOT, and only have one day of now, you will be given an additional day off (doesn’t say when or where), and be paid the greater of 1.5 * the block for that day OR 4.5 hours, whichever is greater.
-[FONT="] [/FONT]5.O.10 – If a flight cancels, the pilot must immediately call Crew Scheduling. They have 30 minutes to either:
[FONT="]o[FONT="] [/FONT][/FONT]Keep the pilot on the original trip, except for the cancelled leg(s),
[FONT="]o[FONT="] [/FONT][/FONT]Reassign the pilot, or
[FONT="]o[FONT="] [/FONT][/FONT]Release the pilot until his next assignment.
-[FONT="] [/FONT]5.P.1.c – Reserve pilots can now mix CDO assignments with RS2 and go back on late reserve instead of being required to complete another CDO or be released for 3 days (current book). Dangerous fatigue-related concession.
-[FONT="] [/FONT]5.P.1.f – A Reserve pilot may be assigned to a trip that originates OUTSIDE his Reserve Period (TAP).
-[FONT="] [/FONT]Gave up the requirement to be released from reserve at least 12 hours prior to the report time of the next day’s trip.
-[FONT="] [/FONT]Gave up the requirement to be released immediately following a trip if the NEXT day’s trip report time was less than 12 hours away.
-[FONT="] [/FONT]Gave up the 30 minute availability period after a flight assignment for reserves and extended it to 6 HOURS.
-[FONT="] [/FONT]Gave up the prohibition to assign ready reserve AFTER a flight assignment to a Reserve pilot.
-[FONT="] [/FONT]5.M.1.a.3 – Carry-In day conflicts will be resolved in terms of highest carry-in groupings and seniority, i.e. 3-day carry-ins fixed from most senior to most junior pilot, then 2 day carry-ins, then 1-day carry-ins. This actually skews seniority to a certain extent.
-[FONT="] [/FONT]5.M.1.a.4 – Any FAR conflict adjustment will be done on the front or back end of the pairing in the NEW bid period and will be kept to the minimum required. In other words, if you need a 24/7 day off, they can take the first or last day of the pairing in the NEW month to adjust, but won’t take the pairing out of the previous month and adjust it. This could result in a single day off, but is about as good a fix as it gets and is consistent with what they already do now.
-[FONT="] [/FONT]5.N – SAP
[FONT="]o[FONT="] [/FONT][/FONT]Addition of reserve coverage checks for SAP 1. Currently we have no minimum coverage and they don’t check coverage for SAP 1. Now they want to add it.
[FONT="]o[FONT="] [/FONT][/FONT]The “floors” are much too high, starting at 22% required reserve coverage, up to 31% on weekends, and 40% on Holidays and weekends that are considered part of the holiday, such as Memorial Day Weekend.
[FONT="]o[FONT="] [/FONT][/FONT]Reserve coverage checks the same for SAP 2 as well, MUCH too high.
[FONT="]o[FONT="] [/FONT][/FONT]No “trial period” to see if this coverage level will work and will allow the system to work as good or better than the current system.
-[FONT="] [/FONT]5.O.1 – A pilot is required to clear all pending notifications 24 hours prior to the beginning of the next bid period’s operation (usually by the end of the day on the 28th). If the pilot hasn’t cleared the notification for a trip within 10 hours of the report time, he may be removed from the trip without pay.
[FONT="]o[FONT="] [/FONT][/FONT]Note: No allowance given for pilots on trips during this time who don’t have access to a computer.
-[FONT="] [/FONT]5.O.4 – If a pilot knows he is going to be out sick for more than 3 days, he must let Crew Scheduling know the planned duration of the sick event.
-[FONT="] [/FONT]5.O.5 – Return to original trip after calling out sick:
[FONT="]o[FONT="] [/FONT][/FONT]If a pilot calls out sick and wants to be put back on the trip later, he can’t do it sooner than 12 hours from the original report time of the trip.
[FONT="]o[FONT="] [/FONT][/FONT]If any portion of his original flight assignment is “available”, Crew Sched MAY return the pilot to that flight assignment. No mention of what “available” means and no guarantee they have to agree with you or put you back on the trip.
[FONT="]o[FONT="] [/FONT][/FONT]If it’s not available and another assignment comes available, you can pick that trip up (current system).
[FONT="]o[FONT="] [/FONT][/FONT]If neither of those options is available, you can “request” that Crew Sched place you on reserve and you’ll get paid whatever reserve period pays (3.5 hours per day IF you fly, nothing if you don’t).
[FONT="]o[FONT="] [/FONT][/FONT]If they don’t use you per the above, they take it out of your sick bank, even if you sat reserve.
[FONT="]o[FONT="] [/FONT][/FONT]If you rejoin your trip, you don’t get the minimum daily average for the day you rejoin the trip, just leg by leg credit for what you fly.
-[FONT="] [/FONT]5.O.6 – Late Report
[FONT="]o[FONT="] [/FONT][/FONT]If you can’t report on-time, you have to tell Crew Scheduling not only the time you will be there, but also why you’re late and it will be recorded.
[FONT="]o[FONT="] [/FONT][/FONT]Your pay will be reduced for the trip(s) you are removed from.
[FONT="]o[FONT="] [/FONT][/FONT]Crew Scheduling decides whether they want to delay the flight, put you back on it later in the day, deadhead you out to rejoin it, reassign you to whatever THEY want, if it will return you to domicile no later than the end of the last calendar day of the original flight assignment, or offer you reserve.
[FONT="]o[FONT="] [/FONT][/FONT]It’s not clear if you’d get paid for taking reserve in this case, 4.V.7.c simply says you’ll get paid the credit of that assignment which, in this contract, is ZERO if you don’t fly on reserve.
-[FONT="] [/FONT]5.O.9.a.2 – No compensatory day off for a return to domicile past 0200 on your scheduled day off.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay does NOT result in an additional duty period to get back to domicile, you do get paid the duty-period guarantee for that day, which is 4.5 hours.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay DOES result in an additional duty period to get back to domicile, and you get back before 1000, and you only have one day off, you get no compensatory day off and you will be paid 1.5 * the block for that day OR 4.5 hours, whichever is greater.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay DOES result in an additional duty period to get back to domicile and you get back AFTER 1000, they check to see if you are scheduled for more than one day off now. If you are NOT, and only have one day of now, you will be given an additional day off (doesn’t say when or where), and be paid the greater of 1.5 * the block for that day OR 4.5 hours, whichever is greater.
-[FONT="] [/FONT]5.O.10 – If a flight cancels, the pilot must immediately call Crew Scheduling. They have 30 minutes to either:
[FONT="]o[FONT="] [/FONT][/FONT]Keep the pilot on the original trip, except for the cancelled leg(s),
[FONT="]o[FONT="] [/FONT][/FONT]Reassign the pilot, or
[FONT="]o[FONT="] [/FONT][/FONT]Release the pilot until his next assignment.
-[FONT="] [/FONT]5.P.1.c – Reserve pilots can now mix CDO assignments with RS2 and go back on late reserve instead of being required to complete another CDO or be released for 3 days (current book). Dangerous fatigue-related concession.
-[FONT="] [/FONT]5.P.1.f – A Reserve pilot may be assigned to a trip that originates OUTSIDE his Reserve Period (TAP).
-[FONT="] [/FONT]Gave up the requirement to be released from reserve at least 12 hours prior to the report time of the next day’s trip.
-[FONT="] [/FONT]Gave up the requirement to be released immediately following a trip if the NEXT day’s trip report time was less than 12 hours away.
-[FONT="] [/FONT]Gave up the 30 minute availability period after a flight assignment for reserves and extended it to 6 HOURS.
-[FONT="] [/FONT]Gave up the prohibition to assign ready reserve AFTER a flight assignment to a Reserve pilot.
* DANGER *
The NPA is saying that a pilot who gets Ready Reserve after a flight assignment will get 4 hours additional pay, but that’s not how Section 4 could be interpreted. 4.U.2.a says “A pilot who is assigned Ready Reserve (RR) and does not receive a flight assignment will receive a minimum duty period guarantee of four (4) hours. In this case, the pilot already WAS given a flight assignment, and will now only get what the flight assignment paid or 4 hours, whichever is more.
CitationLover
Aw, Nuts!
- Joined
- Feb 26, 2003
- Posts
- 3,316
so in essence everyone is on a 30 min callout reserve.....this is crap. at least at eagle they have to declare OSO (Off Scheduled Operations), a defined term meaning an expectation of 5% of flights to cancel, to pull this. ours is worse at a 4 hour reserve duty period with a 30 min call out time (the assignment cannot exceed your original block in time by 3 hours).
Lear70
JAFFO
- Joined
- Oct 17, 2003
- Posts
- 7,487
-[FONT="] [/FONT]5.L-6-2 – If a pilot is improperly awarded a line and submits a valid protest, the company must re-run the bid. HOWEVER, the current language requiring the company to make the pilot “financially whole”, i.e. be paid for the line he SHOULD have been awarded and days off, duty and TAFB (per diem) has been REMOVED and does not exist.
-[FONT="] [/FONT]5.M.1.a.3 – Carry-In day conflicts will be resolved in terms of highest carry-in groupings and seniority, i.e. 3-day carry-ins fixed from most senior to most junior pilot, then 2 day carry-ins, then 1-day carry-ins. This actually skews seniority to a certain extent.
-[FONT="] [/FONT]5.M.1.a.4 – Any FAR conflict adjustment will be done on the front or back end of the pairing in the NEW bid period and will be kept to the minimum required. In other words, if you need a 24/7 day off, they can take the first or last day of the pairing in the NEW month to adjust, but won’t take the pairing out of the previous month and adjust it. This could result in a single day off, but is about as good a fix as it gets and is consistent with what they already do now.
-[FONT="] [/FONT]5.N – SAP
[FONT="]o[FONT="] [/FONT][/FONT]Addition of reserve coverage checks for SAP 1. Currently we have no minimum coverage and they don’t check coverage for SAP 1. Now they want to add it.
[FONT="]o[FONT="] [/FONT][/FONT]The “floors” are much too high, starting at 22% required reserve coverage, up to 31% on weekends, and 40% on Holidays and weekends that are considered part of the holiday, such as Memorial Day Weekend.
[FONT="]o[FONT="] [/FONT][/FONT]Reserve coverage checks the same for SAP 2 as well, MUCH too high.
[FONT="]o[FONT="] [/FONT][/FONT]No “trial period” to see if this coverage level will work and will allow the system to work as good or better than the current system.
-[FONT="] [/FONT]5.O.1 – A pilot is required to clear all pending notifications 24 hours prior to the beginning of the next bid period’s operation (usually by the end of the day on the 28th). If the pilot hasn’t cleared the notification for a trip within 10 hours of the report time, he may be removed from the trip without pay.
[FONT="]o[FONT="] [/FONT][/FONT]Note: No allowance given for pilots on trips during this time who don’t have access to a computer.
-[FONT="] [/FONT]5.O.4 – If a pilot knows he is going to be out sick for more than 3 days, he must let Crew Scheduling know the planned duration of the sick event.
-[FONT="] [/FONT]5.O.5 – Return to original trip after calling out sick:
[FONT="]o[FONT="] [/FONT][/FONT]If a pilot calls out sick and wants to be put back on the trip later, he can’t do it sooner than 12 hours from the original report time of the trip.
[FONT="]o[FONT="] [/FONT][/FONT]If any portion of his original flight assignment is “available”, Crew Sched MAY return the pilot to that flight assignment. No mention of what “available” means and no guarantee they have to agree with you or put you back on the trip.
[FONT="]o[FONT="] [/FONT][/FONT]If it’s not available and another assignment comes available, you can pick that trip up (current system).
[FONT="]o[FONT="] [/FONT][/FONT]If neither of those options is available, you can “request” that Crew Sched place you on reserve and you’ll get paid whatever reserve period pays (3.5 hours per day IF you fly, nothing if you don’t).
[FONT="]o[FONT="] [/FONT][/FONT]If they don’t use you per the above, they take it out of your sick bank, even if you sat reserve.
[FONT="]o[FONT="] [/FONT][/FONT]If you rejoin your trip, you don’t get the minimum daily average for the day you rejoin the trip, just leg by leg credit for what you fly.
-[FONT="] [/FONT]5.O.6 – Late Report
[FONT="]o[FONT="] [/FONT][/FONT]If you can’t report on-time, you have to tell Crew Scheduling not only the time you will be there, but also why you’re late and it will be recorded.
[FONT="]o[FONT="] [/FONT][/FONT]Your pay will be reduced for the trip(s) you are removed from.
[FONT="]o[FONT="] [/FONT][/FONT]Crew Scheduling decides whether they want to delay the flight, put you back on it later in the day, deadhead you out to rejoin it, reassign you to whatever THEY want, if it will return you to domicile no later than the end of the last calendar day of the original flight assignment, or offer you reserve.
[FONT="]o[FONT="] [/FONT][/FONT]It’s not clear if you’d get paid for taking reserve in this case, 4.V.7.c simply says you’ll get paid the credit of that assignment which, in this contract, is ZERO if you don’t fly on reserve.
-[FONT="] [/FONT]5.O.9.a.2 – No compensatory day off for a return to domicile past 0200 on your scheduled day off.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay does NOT result in an additional duty period to get back to domicile, you do get paid the duty-period guarantee for that day, which is 4.5 hours.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay DOES result in an additional duty period to get back to domicile, and you get back before 1000, and you only have one day off, you get no compensatory day off and you will be paid 1.5 * the block for that day OR 4.5 hours, whichever is greater.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay DOES result in an additional duty period to get back to domicile and you get back AFTER 1000, they check to see if you are scheduled for more than one day off now. If you are NOT, and only have one day of now, you will be given an additional day off (doesn’t say when or where), and be paid the greater of 1.5 * the block for that day OR 4.5 hours, whichever is greater.
-[FONT="] [/FONT]5.O.10 – If a flight cancels, the pilot must immediately call Crew Scheduling. They have 30 minutes to either:
[FONT="]o[FONT="] [/FONT][/FONT]Keep the pilot on the original trip, except for the cancelled leg(s),
[FONT="]o[FONT="] [/FONT][/FONT]Reassign the pilot, or
[FONT="]o[FONT="] [/FONT][/FONT]Release the pilot until his next assignment.
-[FONT="] [/FONT]5.P.1.c – Reserve pilots can now mix CDO assignments with RS2 and go back on late reserve instead of being required to complete another CDO or be released for 3 days (current book). Dangerous fatigue-related concession.
-[FONT="] [/FONT]5.P.1.f – A Reserve pilot may be assigned to a trip that originates OUTSIDE his Reserve Period (TAP).
-[FONT="] [/FONT]Gave up the requirement to be released from reserve at least 12 hours prior to the report time of the next day’s trip.
-[FONT="] [/FONT]Gave up the requirement to be released immediately following a trip if the NEXT day’s trip report time was less than 12 hours away.
-[FONT="] [/FONT]Gave up the 30 minute availability period after a flight assignment for reserves and extended it to 6 HOURS.
-[FONT="] [/FONT]Gave up the prohibition to assign ready reserve AFTER a flight assignment to a Reserve pilot.
-[FONT="] [/FONT]Gave up the limitation that “No reserve pilot will be required to fly more than 2 hours past his last TAP prior to a scheduled calendar day off”. Now extendable into your day off.
Tactical Reserves
-[FONT="] [/FONT]5.P.3 – 12 hours notification to report to domicile for duty. This call could come at 0200 in the morning and you’d have to be there by noon.
-[FONT="] [/FONT]5.P.3.a.2 – Following a day off, a TR pilot will not be required to report to domicile or be reassigned RS1 or RS2 prior to a 1000 report / TAP.
-[FONT="] [/FONT]5.P.3.a.3 – Such reassignment, including assignment to a trip or RR, wil be made by 2000 on the day prior to the first day of a TR block of TAP of duty days. After that, such assignments will only require 12 hours notice.
-[FONT="] [/FONT]5.P.3.a.4 – The pilot will be responsible for verifying his schedule and clearing all notifications for the FIRST day of TR by 2000 on the previous DAY OFF.
[FONT="]o[FONT="] [/FONT][/FONT]Note: This means that they want you to be contactable by 2000 on your off day prior to your first day of a TR block of days in order to be notified of changes.
-[FONT="] [/FONT]The TR pilots can have their days off moved just like other reserves.
-[FONT="] [/FONT]5.P.4.h – A Reserve pilot may be assigned to a Ready Reserve duty outside his domicile.
[FONT="]o[FONT="] [/FONT][/FONT]Such assignment may not exceed 3 calendar days.
[FONT="]o[FONT="] [/FONT][/FONT]Deadheading to/from the outstation sit is paid in addition to Ready Reserve pay.
[FONT="]o[FONT="] [/FONT][/FONT]The six hour RR period starts when the reserve pilot ARRIVES AT THE ASSIGNED OUTSTATION AIRPORT.
-[FONT="] [/FONT]5.M.1.a.3 – Carry-In day conflicts will be resolved in terms of highest carry-in groupings and seniority, i.e. 3-day carry-ins fixed from most senior to most junior pilot, then 2 day carry-ins, then 1-day carry-ins. This actually skews seniority to a certain extent.
-[FONT="] [/FONT]5.M.1.a.4 – Any FAR conflict adjustment will be done on the front or back end of the pairing in the NEW bid period and will be kept to the minimum required. In other words, if you need a 24/7 day off, they can take the first or last day of the pairing in the NEW month to adjust, but won’t take the pairing out of the previous month and adjust it. This could result in a single day off, but is about as good a fix as it gets and is consistent with what they already do now.
-[FONT="] [/FONT]5.N – SAP
[FONT="]o[FONT="] [/FONT][/FONT]Addition of reserve coverage checks for SAP 1. Currently we have no minimum coverage and they don’t check coverage for SAP 1. Now they want to add it.
[FONT="]o[FONT="] [/FONT][/FONT]The “floors” are much too high, starting at 22% required reserve coverage, up to 31% on weekends, and 40% on Holidays and weekends that are considered part of the holiday, such as Memorial Day Weekend.
[FONT="]o[FONT="] [/FONT][/FONT]Reserve coverage checks the same for SAP 2 as well, MUCH too high.
[FONT="]o[FONT="] [/FONT][/FONT]No “trial period” to see if this coverage level will work and will allow the system to work as good or better than the current system.
-[FONT="] [/FONT]5.O.1 – A pilot is required to clear all pending notifications 24 hours prior to the beginning of the next bid period’s operation (usually by the end of the day on the 28th). If the pilot hasn’t cleared the notification for a trip within 10 hours of the report time, he may be removed from the trip without pay.
[FONT="]o[FONT="] [/FONT][/FONT]Note: No allowance given for pilots on trips during this time who don’t have access to a computer.
-[FONT="] [/FONT]5.O.4 – If a pilot knows he is going to be out sick for more than 3 days, he must let Crew Scheduling know the planned duration of the sick event.
-[FONT="] [/FONT]5.O.5 – Return to original trip after calling out sick:
[FONT="]o[FONT="] [/FONT][/FONT]If a pilot calls out sick and wants to be put back on the trip later, he can’t do it sooner than 12 hours from the original report time of the trip.
[FONT="]o[FONT="] [/FONT][/FONT]If any portion of his original flight assignment is “available”, Crew Sched MAY return the pilot to that flight assignment. No mention of what “available” means and no guarantee they have to agree with you or put you back on the trip.
[FONT="]o[FONT="] [/FONT][/FONT]If it’s not available and another assignment comes available, you can pick that trip up (current system).
[FONT="]o[FONT="] [/FONT][/FONT]If neither of those options is available, you can “request” that Crew Sched place you on reserve and you’ll get paid whatever reserve period pays (3.5 hours per day IF you fly, nothing if you don’t).
[FONT="]o[FONT="] [/FONT][/FONT]If they don’t use you per the above, they take it out of your sick bank, even if you sat reserve.
[FONT="]o[FONT="] [/FONT][/FONT]If you rejoin your trip, you don’t get the minimum daily average for the day you rejoin the trip, just leg by leg credit for what you fly.
-[FONT="] [/FONT]5.O.6 – Late Report
[FONT="]o[FONT="] [/FONT][/FONT]If you can’t report on-time, you have to tell Crew Scheduling not only the time you will be there, but also why you’re late and it will be recorded.
[FONT="]o[FONT="] [/FONT][/FONT]Your pay will be reduced for the trip(s) you are removed from.
[FONT="]o[FONT="] [/FONT][/FONT]Crew Scheduling decides whether they want to delay the flight, put you back on it later in the day, deadhead you out to rejoin it, reassign you to whatever THEY want, if it will return you to domicile no later than the end of the last calendar day of the original flight assignment, or offer you reserve.
[FONT="]o[FONT="] [/FONT][/FONT]It’s not clear if you’d get paid for taking reserve in this case, 4.V.7.c simply says you’ll get paid the credit of that assignment which, in this contract, is ZERO if you don’t fly on reserve.
-[FONT="] [/FONT]5.O.9.a.2 – No compensatory day off for a return to domicile past 0200 on your scheduled day off.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay does NOT result in an additional duty period to get back to domicile, you do get paid the duty-period guarantee for that day, which is 4.5 hours.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay DOES result in an additional duty period to get back to domicile, and you get back before 1000, and you only have one day off, you get no compensatory day off and you will be paid 1.5 * the block for that day OR 4.5 hours, whichever is greater.
[FONT="]o[FONT="] [/FONT][/FONT]If the delay DOES result in an additional duty period to get back to domicile and you get back AFTER 1000, they check to see if you are scheduled for more than one day off now. If you are NOT, and only have one day of now, you will be given an additional day off (doesn’t say when or where), and be paid the greater of 1.5 * the block for that day OR 4.5 hours, whichever is greater.
-[FONT="] [/FONT]5.O.10 – If a flight cancels, the pilot must immediately call Crew Scheduling. They have 30 minutes to either:
[FONT="]o[FONT="] [/FONT][/FONT]Keep the pilot on the original trip, except for the cancelled leg(s),
[FONT="]o[FONT="] [/FONT][/FONT]Reassign the pilot, or
[FONT="]o[FONT="] [/FONT][/FONT]Release the pilot until his next assignment.
-[FONT="] [/FONT]5.P.1.c – Reserve pilots can now mix CDO assignments with RS2 and go back on late reserve instead of being required to complete another CDO or be released for 3 days (current book). Dangerous fatigue-related concession.
-[FONT="] [/FONT]5.P.1.f – A Reserve pilot may be assigned to a trip that originates OUTSIDE his Reserve Period (TAP).
-[FONT="] [/FONT]Gave up the requirement to be released from reserve at least 12 hours prior to the report time of the next day’s trip.
-[FONT="] [/FONT]Gave up the requirement to be released immediately following a trip if the NEXT day’s trip report time was less than 12 hours away.
-[FONT="] [/FONT]Gave up the 30 minute availability period after a flight assignment for reserves and extended it to 6 HOURS.
-[FONT="] [/FONT]Gave up the prohibition to assign ready reserve AFTER a flight assignment to a Reserve pilot.
* DANGER *
The NPA is saying that a pilot who gets Ready Reserve after a flight assignment will get 4 hours additional pay, but that’s not how Section 4 could be interpreted. 4.U.2.a says “A pilot who is assigned Ready Reserve (RR) and does not receive a flight assignment will receive a minimum duty period guarantee of four (4) hours. In this case, the pilot already WAS given a flight assignment, and will now only get what the flight assignment paid or 4 hours, whichever is more.
-[FONT="] [/FONT]Gave up the limitation that “No reserve pilot will be required to fly more than 2 hours past his last TAP prior to a scheduled calendar day off”. Now extendable into your day off.
Tactical Reserves
-[FONT="] [/FONT]5.P.3 – 12 hours notification to report to domicile for duty. This call could come at 0200 in the morning and you’d have to be there by noon.
-[FONT="] [/FONT]5.P.3.a.2 – Following a day off, a TR pilot will not be required to report to domicile or be reassigned RS1 or RS2 prior to a 1000 report / TAP.
-[FONT="] [/FONT]5.P.3.a.3 – Such reassignment, including assignment to a trip or RR, wil be made by 2000 on the day prior to the first day of a TR block of TAP of duty days. After that, such assignments will only require 12 hours notice.
-[FONT="] [/FONT]5.P.3.a.4 – The pilot will be responsible for verifying his schedule and clearing all notifications for the FIRST day of TR by 2000 on the previous DAY OFF.
[FONT="]o[FONT="] [/FONT][/FONT]Note: This means that they want you to be contactable by 2000 on your off day prior to your first day of a TR block of days in order to be notified of changes.
-[FONT="] [/FONT]The TR pilots can have their days off moved just like other reserves.
-[FONT="] [/FONT]5.P.4.h – A Reserve pilot may be assigned to a Ready Reserve duty outside his domicile.
[FONT="]o[FONT="] [/FONT][/FONT]Such assignment may not exceed 3 calendar days.
[FONT="]o[FONT="] [/FONT][/FONT]Deadheading to/from the outstation sit is paid in addition to Ready Reserve pay.
[FONT="]o[FONT="] [/FONT][/FONT]The six hour RR period starts when the reserve pilot ARRIVES AT THE ASSIGNED OUTSTATION AIRPORT.
Lear70
JAFFO
- Joined
- Oct 17, 2003
- Posts
- 7,487
Open Time
RIOE
-[FONT="] [/FONT]Can be removed for IOE up to 3 full days in advance now instead of just 48 hours prior.
Q&A’s
-[FONT="] [/FONT]As a line holder, if you are flown into a day off, unless this takes you below 12 days off, you do not get a compensatory day off.
-[FONT="] [/FONT]The single-day-off protections when flown into a day off ONLY APPLY for reserve pilots.
-[FONT="] [/FONT]If you are moved up to a regular line off a reserve line, but the pilot junior to you got days off you wanted, this is not considered a violation of seniority.
-[FONT="] [/FONT]If you call for sick buy-back and see the balance of your original trip in open time, Crew Scheduling is NOT required to put you back on that trip, even if you want it, as part of the sick buy-back program.
-[FONT="] [/FONT]If you call in late, you are REQUIRED to accept any trip they assign to you as part of the Late policy.
-[FONT="] [/FONT]If you are reassigned due to a flight cancellation, even though the reassignment phone call must come within 30 minutes, they can assign you a departure time much further out.
After VERY careful examination of the 7 lines of text regarding open time, I can find absolutely NO provision for Crew Planning to leave ANY open time unassigned up to 3 days prior to each flight assignment, as claimed by the NPA. They claimed this T.A. required the company to “manage Open Time and reserves as was originally intended”. BY WHOM?
RIOE
-[FONT="] [/FONT]Can be removed for IOE up to 3 full days in advance now instead of just 48 hours prior.
Q&A’s
-[FONT="] [/FONT]As a line holder, if you are flown into a day off, unless this takes you below 12 days off, you do not get a compensatory day off.
-[FONT="] [/FONT]The single-day-off protections when flown into a day off ONLY APPLY for reserve pilots.
-[FONT="] [/FONT]If you are moved up to a regular line off a reserve line, but the pilot junior to you got days off you wanted, this is not considered a violation of seniority.
-[FONT="] [/FONT]If you call for sick buy-back and see the balance of your original trip in open time, Crew Scheduling is NOT required to put you back on that trip, even if you want it, as part of the sick buy-back program.
-[FONT="] [/FONT]If you call in late, you are REQUIRED to accept any trip they assign to you as part of the Late policy.
-[FONT="] [/FONT]If you are reassigned due to a flight cancellation, even though the reassignment phone call must come within 30 minutes, they can assign you a departure time much further out.
Lear70
JAFFO
- Joined
- Oct 17, 2003
- Posts
- 7,487
That's it. I'm brain dead. Been doing this for 9 hours and I've had enough.
Someone else has done Insurance and Training but I gotta take a break before I go over it and condense it...
Besides, if you got through all of this and still want to vote Yes, then you're a fu*king idiot who has no business operating jet aircraft for a living.
Just shoot me now.
Someone else has done Insurance and Training but I gotta take a break before I go over it and condense it...
Besides, if you got through all of this and still want to vote Yes, then you're a fu*king idiot who has no business operating jet aircraft for a living.
Just shoot me now.
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AC 90-89C - Amateur-Built Aircraft and Ultralight Flight Testing HandbookAmateur-Built Aircraft and Ultralight Flight Testing Handbook
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