Sink r8

And down to $5 billion in debt by 2016.

This enterprise is throwing some serious cash out. Shareholders have already enjoyed sizeable gains (good for them). Now, the amount coming to us is getting disproportionately far too low.

I think this is an issue that should unite all pilots, from those that are foaming at the mouth regardless of the company's financial state, all the way to those that above all want to make sure they're not hurting the company.

We wouldn't be hurting the company with a substantial increase now.

tsquare

Like the advert says... something about "up".

shiznit

Just sayin'

tsquare

Edit: It's a 50% dividend increase not 33%.

TheManager

So, that 50 mil shares equal approx. 4347 shares a pilot or roughly $165k per in today's share price.

Pay raise anyone?

What's that again about the pie is only so big?

Executives get stock options, perhaps we should as well. They are gonna have plenty on hand.

TheManager

Here is a great communications/scheduling/CA example. . Hint. BTW. Great FB coverage


APA: May 05, 2014

Illegality of Gate Reassignments



CS is running short of available pilots and reassigning pilots as they block-in for the last leg of the day.



When we were under FAR 121 flight-time and duty-time regulations, this was legal.



Under FAR 117, the practice is illegal.



It comes down to definitions. The FDP ends when you set the brakes at the end of your FDP. Once an 'IN' time is recorded on your last scheduled flight leg, your current FDP terminates. Once your FDP terminates, any future flying will be part of a separate FDP, which requires 10 hours of prospective rest per FAR 117.25(e) and 12 hours for reserve pilots per the MTA.



From FAR 117.3 "Definitions":



Flight duty period (FDP) means a period that begins when a flight crew member is required to report for duty with the intention of conducting a flight, a series of flights, or positioning or ferrying flights, and ends when the aircraft is parked after the last flight and there is no intention for further aircraft movement by the same flight crew member.



FAR 117.25.e:



(e) No certificate holder may schedule and no flight crew member may accept an assignment for any reserve or flight duty period unless the flight crew member is given a rest period of at least 10 consecutive hours immediately before beginning the reserve or flight duty period measured from the time the flight crew member is released from duty. The 10 hour rest period must provide the flight crew member with a minimum of 8 uninterrupted hours of sleep opportunity.



This very question was put to the FAA, and this was the FAA's response:



2. Rest Period Before Being Assigned A RAP



RAA [Regional Airline Association] asked whether 117.21 allows a RAP to be assigned upon completion of a multi-day trip when the flight crew member still has not reached the FDP limits specified in Table B. To illustrate its question, RAA provided the following scenario. A reserve pilot is assigned a three-day trip. On Day 3, he begins an FDP at 0700, and flies one flight segment until 1430. Upon completion of the one flight segment, the flight crew member arrives back on base and the carrier assigns him 3 additional flight segments. RAA stated that the revised schedule would not exceed the pertinent FDP or flight time limitations, and it would also not exceed any cumulative limitations. RAA asked whether this schedule would be permissible under 117.21.



Subsection 117.25(e) prohibits a flight crew member from beginning a RAP unless that flight crew member receives 10 hours of rest with an 8-hour sleep opportunity immediately before the RAP. Thus, a flight crew member cannot begin a RAP immediately after ending an FDP because that flight crew member would not have received 10 hours of rest immediately before beginning the RAP.



It works the same way for additional flying and is irrelevant if the pilot is a reserve pilot or line-holder. Once the FDP ends (at the 'IN' time), it can't be restarted. Any additional flying requires assignment of a new FDP, which means you need a 10-hour rest period to meet FAR 117 requirements or 12 hours for reserve pilots per the MTA.



To clarify: It is illegal to reassign a pilot after the 'IN' time on the last active leg of the FDP. It does not matter if the Chief Pilot is standing at the jet bridge. If you set the brakes and have not been assigned (and accepted) additional flying, you are done. If you are not on your last leg and are gate-reassigned, it can be a legal reassignment.



AA may assign you additional flying via ACARS provided that notification is made during non-sterile period. Absent this, your last scheduled flight leg will terminate at the 'IN' time.



That's the new reality. No more gate reassignments on the last leg.



If you have accepted flying after the 'IN' time on you last leg, you are likely in violation of FAR 117. Please call the FTDT hotline and review the circumstances with a committee volunteer. If it is discovered that you have violated the FAR, FTDT will likely counsel you to file an ASAP.



Thank you for flying your contract and the FARs. Your union guidance is designed to protect your certificate and to defend the remaining protections our contract affords.



Your APA Flight Time/Duty Time Committee



https://www.federalregister.gov/arti...t-requirements

Cycle Pilot

AE is out. Looks like the public service announcement didn't work. Very few (maybe 3 or 4) west coast first officers decided to take Captain on the east coast. Bummer.

gzsg

Agreed.

If DALPA does not respond with a strongly worded response stating it is time to snap up our pay to pre bankruptcy levels today and share this success with the Delta pilots, we have no union.

Anderson gets away and again bragging about our great employee relations. DALPA's silence is consent.

shiznit

Bid is out! Junior CA went to 9289 (NYC M88)

Keep it coming!!!!

Sink r8

I was just about to post that the AE is designed to placate us.

Sure enough, I feel quite placated!