Any "Latest & Greatest" about Delta?
The funny thing is, that's almost exactly what I would do when I used to do them. I'd work out, tell people they were wrong on the internet, and then get about a 2 hour nap during the layover. When I got back home I'd sleep for 6 hours. I found that was the least fatiguing method for me.
Gets Weekends Off
Joined APC: Jun 2009
Posts: 121
I talked to my rep and he said they can create these pairings with out restrictions. And there is no limit on them. So there Is nothing to stop the company from classifying the normal one leg out and back a stand up. If duty time allows. More scary is this.
A normal call out to cover for a late night departure to sav etc that loses its crew for various reasons, mtc,atc,117 duty. Now the company can call someone out for the trip to cover the leg. And they can deadhead them home on the first leg, calling it a stand up.Thus paying 730 with pay no credit. Your green slip you get is now worth 5 hours less.
There are many avenues this can go it can get very bad for us. I am worried the more I think about it
A normal call out to cover for a late night departure to sav etc that loses its crew for various reasons, mtc,atc,117 duty. Now the company can call someone out for the trip to cover the leg. And they can deadhead them home on the first leg, calling it a stand up.Thus paying 730 with pay no credit. Your green slip you get is now worth 5 hours less.
There are many avenues this can go it can get very bad for us. I am worried the more I think about it
WRT Split-Duty:
In addition to reducing the need for positioning of crews (DH or 30+ hr layovers), CDO's are also a tool for maintaining schedule integrity. Last RJ flight out to XYZ could go laaaaaatttte, and first flight back would be unaffected. You (88/717/319) are now doing a lot of those late/early XYZ flights......
At my bottom feeder, under our old contract, CDO's went VERY junior. Under our current contract, VERY senior. Duty rigs make them very high paying for little work and they are very popular with commuters/ folks with other gigs. 117 has actually made them a little less attractive to some (117 reduced the max duty time allowable = less duty rig pay per CDO).
IIRC, we now schedule 3:30 of "rest" with an additional period tacked on to account for the entire period spent on the ground (4-9 hrs). That way, if there is a delay, the crew must get the "scheduled" rest, but the remainder is disposable.
I hated CDOs. They do not agree with me in any way, regardless of credit or days off. When they went junior it was a problem, because they got dumped on the junior people (ie: me) Now that they go senior, it is rarely a problem. Generally, the people doing Split-Duties are the ones who want them.
The devil is in the details. And what if FAR 117 is replaced by FAR 118? What is in your CBA/PWA and what relies on the regulation to protect you? Be wary of backstopping your pay and/ or QOL with the FARs.
This is a slippery slope.
In addition to reducing the need for positioning of crews (DH or 30+ hr layovers), CDO's are also a tool for maintaining schedule integrity. Last RJ flight out to XYZ could go laaaaaatttte, and first flight back would be unaffected. You (88/717/319) are now doing a lot of those late/early XYZ flights......
At my bottom feeder, under our old contract, CDO's went VERY junior. Under our current contract, VERY senior. Duty rigs make them very high paying for little work and they are very popular with commuters/ folks with other gigs. 117 has actually made them a little less attractive to some (117 reduced the max duty time allowable = less duty rig pay per CDO).
IIRC, we now schedule 3:30 of "rest" with an additional period tacked on to account for the entire period spent on the ground (4-9 hrs). That way, if there is a delay, the crew must get the "scheduled" rest, but the remainder is disposable.
I hated CDOs. They do not agree with me in any way, regardless of credit or days off. When they went junior it was a problem, because they got dumped on the junior people (ie: me) Now that they go senior, it is rarely a problem. Generally, the people doing Split-Duties are the ones who want them.
The devil is in the details. And what if FAR 117 is replaced by FAR 118? What is in your CBA/PWA and what relies on the regulation to protect you? Be wary of backstopping your pay and/ or QOL with the FARs.
This is a slippery slope.
I talked to my rep and he said they can create these pairings with out restrictions. And there is no limit on them. So there Is nothing to stop the company from classifying the normal one leg out and back a stand up. If duty time allows. More scary is this.
A normal call out to cover for a late night departure to sav etc that loses its crew for various reasons, mtc,atc,117 duty. Now the company can call someone out for the trip to cover the leg. And they can deadhead them home on the first leg, calling it a stand up.Thus paying 730 with pay no credit. Your green slip you get is now worth 5 hours less.
There are many avenues this can go it can get very bad for us. I am worried the more I think about it
A normal call out to cover for a late night departure to sav etc that loses its crew for various reasons, mtc,atc,117 duty. Now the company can call someone out for the trip to cover the leg. And they can deadhead them home on the first leg, calling it a stand up.Thus paying 730 with pay no credit. Your green slip you get is now worth 5 hours less.
There are many avenues this can go it can get very bad for us. I am worried the more I think about it
Gets Weekends Off
Joined APC: Nov 2011
Position: One with wings
Posts: 332
Is anybody else's DLnet log on taking them to the corporate page as home instead of the flight ops page? Or did I just get promoted?
It took me a while to find the flight ops tab on the left.
I guess I'm not cut out for management.
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