Alaska TA Passes- Joining UPS as first movers
10-17-2022, 06:51 PM
#31
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Joined APC: Apr 2014
Position: Widget Jet
Posts: 765
In talking with a Alaska pilot, their line bidding sucked already. All conflicts and trip touching was dropped WITHOUT pay, and they had to pickup something to get back to a min line, or Skeds could ASSIGN them a trip to bring them back up to assigned line value. Their present system sounded worse than PBS!
They haven’t met the optimizer yet.
10-17-2022, 08:03 PM
#33
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 40,031
Yes. The ToS CA's got a lower raise because they had benefited from past shenanigans at the expense of everybody else.
Also there was a LOT of scheduling trash to be taken out just to get AS into the same ballpark as LCC's, as others mentioned the line bidding was horrendous.. tolerable only if you lived within 20 minutes of SEATAC.
Also there was a LOT of scheduling trash to be taken out just to get AS into the same ballpark as LCC's, as others mentioned the line bidding was horrendous.. tolerable only if you lived within 20 minutes of SEATAC.
10-17-2022, 08:04 PM
#34
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10-18-2022, 03:37 AM
#35
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The optimizer was here before RG. He merely asked why they weren't pushing the parameters to the contractual limits. When all 88 flying was moved to ATL, shrunk and eventually eliminated, those 1-3 hour segments could more easily be added into the growing 320/737 fleets. It was those combination of things that drove trip quality into the basement.
10-18-2022, 06:15 AM
#36
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Joined APC: Jan 2011
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The optimizer was here before RG. He merely asked why they weren't pushing the parameters to the contractual limits. When all 88 flying was moved to ATL, shrunk and eventually eliminated, those 1-3 hour segments could more easily be added into the growing 320/737 fleets. It was those combination of things that drove trip quality into the basement.
Correct. The final blow to our rotations was the creation of SUPER categories, giving more segments for the software to work with. That squeezed the last bit of credit out, creating a huge volume of 11+ hour duty days characterized by either 4 legs with limited sits OR 2 leg, 8 hour block days with 3 hour sits. 30 hour layovers and finishing rotations on red eyes is what allows the company to claim the average duty day is only 9 hours, most often at the expense of swapping body clock time. Every narrow body pilot knows that a regular day of work now is 11+ hours. The 7-9 hour duty day is gone, every pilot working day is what is referred to in other industries as a “shift and a half”. This is a performance and safety critical job and the standard practice should not be to schedule “shift and a half” days. We need to fix this NOW and stay the course to restore the standard pilot work day.
10-18-2022, 06:18 AM
#37
Roll’n Thunder
Joined APC: Oct 2009
Position: Pilot
Posts: 3,836
Correct. The final blow to our rotations was the creation of SUPER categories, giving more segments for the software to work with. That squeezed the last bit of credit out, creating a huge volume of 11+ hour duty days characterized by either 4 legs with limited sits OR 2 leg, 8 hour block days with 3 hour sits. 30 hour layovers and finishing rotations on red eyes is what allows the company to claim the average duty day is only 9 hours, most often at the expense of swapping body clock time. Every narrow body pilot knows that a regular day of work now is 11+ hours. The 7-9 hour duty day is gone, every pilot working day is what is referred to in other industries as a “shift and a half”. This is a performance and safety critical job and the standard practice should not be to schedule “shift and a half” days. We need to fix this NOW and stay the course to restore the standard pilot work day.
10-18-2022, 06:28 AM
#38
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Joined APC: Jul 2022
Position: 787 FO
Posts: 634
- 14.9/4/4 compensation bump
This contract was about moving their QOL up to the Big 4 and in a few areas they surpassed us. Previously, they severely lagged the industry in pay, their new 2022 rate is 7.4% above our current PWA(73N). 14.9% raise was not enough to match inflation during the period between their last contract.
This contract was about moving their QOL up to the Big 4 and in a few areas they surpassed us. Previously, they severely lagged the industry in pay, their new 2022 rate is 7.4% above our current PWA(73N). 14.9% raise was not enough to match inflation during the period between their last contract.
“Snap up” clause: average of the following top of scale Captain rates: United (737-MAX 8/9), American (Group II), Delta (737-900), Southwest, and JetBlue (A320/321).
10-18-2022, 07:38 AM
#40
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Considering where Alaska has been it seems pretty solid overall. It would have gone down in flames here, but that's because Alaska had a lot of work rules and other changes they needed to get to have a level of parity with the rest of the industry, even if the rest of the industry makes large gains it looks like they will be in a decent position.
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