Originally Posted by cni187

is it (10% of 2.5 Billion) + (20% of .1Billion)?

Originally Posted by Herkflyr

Part of the problem with pilots having this attitude versus that regarding overtime flying is the unclear coding and ramifications in DBMS.

For example, a "G" means a green slip. If the pilot getting the GS is a regular lineholder, it is fairly straightforward. He is working on his otherwise days off, permanently solves the company's critical staffing need, gets compensated double pay for it, end of story.

However, if the pilot is on reserve (see ATL 320A) the ramifications for the company are completely different. He is flying a GS on his reserve days off, and gets paid for the trip flown above the reserve guarantee...AND gets the days off paid back! He has not permanently solved anything for the company (and good on him), just their problem that day. But since due to the x-day payback he will no longer be available to them on the days he otherwise would have been, now they have yet another problem to solve a few days later.

A reserve GS, though coded "G" in the DBMS daily trip coverage, functions far more like a green slip with conflict (GSWC, coded "C" in daily trip coverage) than a straight green slip. In fact, I have always wondered why the DBMS trip coverage designator wasn't a different letter for GS flown by reserves vice regulars.

Originally Posted by tsquare

I'm just saying that whenever there are furloughs, there is always an uproar against senior guys flying GSs while junior guys are flying IAs. IOW, senior guys are being pressured into foregoing their contractual rights while the junior guys take advantage of it. I couldn't care less either way frankly, but I get sick of hearing how the senior guys are keeping furloughees on the street when junior guys are every bit as "responsible".

Originally Posted by fisherpilot

Could someone verify the DAL company contribution to 401k? I see on the APC profile page that it is 2%. I have a few buddies at DAL and thought one of them told me that it was around 13%

Just curious. Thx!

Originally Posted by Vikz09

T

The problem is the company is leaving no wiggle room for the, what if. You know as well as I do, that Murphy's Law seems to apply to aviation on a daily basis. How about the numerous times you are asked to turn 30 right for spacing. I have flown into BOS on a clear day and been told to hold over Norwich when I can see the airport 50 miles ahead. Slow as much as practical as Atlanta is switching airport configuration. I could go on and on. The real issue is if you over block that first leg by the small buffer, your done!

Originally Posted by Dorfman

The problem is GS is an option to fly, a right by the contract but optional none the less. IAs are not, if they get a hold of you, i.e. don't answer your phone.

Originally Posted by tsquare

Not your problem then. And they know that. However... if you flew .75M all the way, and THEN get holding they KNOW that too.... can you justify it? I'm not saying that they will go that route, and I believe it foolish for them to block trips so close to the limit, but they have reams of data on how long it should take to go from point A to point B. Don't you find it amazing that we can fly for 5,6, 12 hours and be within 10 or 15 minutes of the prediction on the flight plan? I certainly do. It will be interesting to see how this all plays out.

Originally Posted by Dorfman

The problem is GS is an option to fly, a right by the contract but optional none the less. IAs are not, if they get a hold of you, i.e. don't answer your phone.

We as pilots are our own worst enemy when it comes to this. If I were king for a day we would adopt a hard cap of 75 hours with pilots on furlough. No white slips, green slips, or any other flying that takes someone above 75 hours.