Any "Latest & Greatest" about Delta?
01-05-2012, 07:35 AM
Looking for a laugh
Joined APC: Feb 2008
Posts: 4,099
I'm not sure about that. I was on a trip when my wife ended up in ICU. I was in GRU at the time and was immediately called as soon as the company found out. (Incidentally, it was a DCI pilot my MIL knew who called the Delta duty pilot to let the company know.) They notified the outbound crew to wait for me, got me on the first flight to ATL, and booked me PS on a DCI flight to go home. I was met in ATL by some fellow DL pilot friends who accompanied me home and the CP office was very accommodating with regards to my schedule. I can't say enough about all the people who helped, the crew home, the station people in GRU who got a phone for me to call the US, and the CP office. It was also the same when my father passed away a few years ago.
01-05-2012, 07:44 AM
Gets Weekends Off
Joined APC: Aug 2010
Posts: 2,530
How airline labor policies affect all fliers -- and the nation - USATODAY.com
How airline labor policies affect all fliers
In recent weeks much has been written on this site and elsewhere about the November 29th bankruptcy filing by American Airlines.
Behind the Screen
By Bill McGee
By Bryon Totty, American Airlines
A mechanic examines the wiring bundles in the wheel well of an American Airlines MD80 at the Tulsa maintenance base.
By Bryon Totty, American Airlines
A mechanic examines the wiring bundles in the wheel well of an American
FAA aircraft training nationwide
But while nearly all travelers know that American has joined every other U.S. legacy carrier by filing for Chapter 11, many may not realize the nation's last major domestic airline maintenance facilities are one step closer to extinction. For years, American has been bucking an industry trend by continuing to perform nearly all aircraft maintenance in-house. But now all that could change.
A quiet watershed*
In 2011, I wrote about the trend of airline maintenance outsourcing and the Federal Aviation Administration's oversight of such work. In the decade since 9/11, there's been a dramatic upsurge in farming out aircraft maintenance, sometimes to third-party facilities here in the U.S., and often overseas to China, Singapore, El Salvador, Mexico and other countries.
Previously I addressed this topic strictly as a passenger safety issue, not as a labor issue. But the full truth is that all passengers are affected by airline labor practices—in fact, the way in which airline employees are treated directly affects safety, security, and every aspect of customer service.
According to the U.S. Department of Transportation, by the spring of 2011 there were 159,051 fewer full-time employees in the U.S. airline industry than there were in the spring of 2001, a 25% decrease. Of course, even these numbers don't begin to tell the story. Tens of thousands of full-time workers have been laid off since the 1980s, and thousands of others have endured pay cuts, benefit cuts and reduced hours (meanwhile, the AFL-CIO reported the salaries for the CEOs of the nation's top ten airlines in 2010 ranged from $1.2 million to $8.4 million, which translated into 36 times to 252 times the sum of $33,190, the median salary for domestic airline workers).
For those of us lucky enough to have worked in the airline industry more than 20 years ago, there's no comparison to today. Airline workers in 2012—even those with full-time employment and benefits—live under the constant threat of mergers, cutbacks, downsizing and layoffs. And the trend lines keep getting worse.
For airline passengers, this isn't just an academic argument about the 1%. The seismic changes that have overtaken the industry affect every aspect of the customer experience. Downsizing and outsourcing are why the airline labor force has become increasingly transient and unskilled, as third-party part-time employees wear the uniforms of contracted airlines but are not given the requisite training. It's why there's such an informational vacuum when there are flight delays and cancellations and service disruptions. It's why planes are repaired by unlicensed mechanics in developing nations.
The last bastion*
In recent years, bankruptcy reorganization has allowed airlines to void existing labor contracts and secure court-sanctioned employee concessions. Little wonder that American stated upon its filing: "We must address our cost structure, including labor costs, to enable us to capitalize on the foundational strengths we have put in place and secure our future."
A Q&A on Chapter 11 at American's site includes this:
"Will American Airlines continue to operate its Maintenance Bases in Tulsa, Fort Worth (Alliance), and DFW Airport? Safety remains our top priority, and we will maintain our planes as always. In the coming months, we will be evaluating all of our facilities to ensure that they are providing our fleet with world-class maintenance that is competitive and cost efficient." A spokesman for American says there has been no determination on the status of the Tulsa base, and no timetable for an announcement.
But mechanics at American expect an uphill battle. James Little, president of the Transport Workers Union, recently stated: "Other bankruptcies in the airline industry have seen aircraft overhaul and other repair work sent to less secure, poorly regulated maintenance facilities in third world countries. We will do everything in our power to maintain quality and safety for this airline and its passengers, while protecting the interests of our members."
An up-close view*
Last June I traveled to Tulsa while researching my upcoming book about the airline industry (Attention All Passengers, to be published by HarperCollins in May). Thanks to a joint invitation from the company and the TWU, I visited the American Airlines Maintenance & Engineering Base, the largest private employer in Oklahoma.
Even two days wasn't enough to see all 330 acres of the former World War II B-24 complex, home to 6,400 employees, including 4,700 FAA-licensed mechanics. According to American, more than 85% of its fleet of 619 aircraft is overhauled there.
But the stats don't tell the whole story. The Tulsa facility truly must be seen to be appreciated. It's the type of place that used to define America: skilled workers producing a quality product at a living wage. And now it's all in jeopardy. I've spoken to several American mechanics in recent weeks, and one summed it up: "We're going to take some casualties."
Back in June, one mechanic half-jokingly told me he prayed for CEO Gerard Arpey's health, since it was widely known that the head of American felt strongly about keeping maintenance in-house, even as all his domestic competitors had outsourced. But the November bankruptcy filing included Arpey's retirement, and what new CEO Thomas Horton will decide remains to be seen.
Right now the fate of the American Airlines maintenance base in Tulsa is receiving little attention outside of Oklahoma. But this is far from a parochial issue. By the time the nation truly focuses on outsourcing aircraft maintenance and shipping skilled jobs to unlicensed workers in China and El Salvador, the airline industry—and even the United States itself—could be significantly weaker.
How airline labor policies affect all fliers
In recent weeks much has been written on this site and elsewhere about the November 29th bankruptcy filing by American Airlines.
Behind the Screen
By Bill McGee
By Bryon Totty, American Airlines
A mechanic examines the wiring bundles in the wheel well of an American Airlines MD80 at the Tulsa maintenance base.
By Bryon Totty, American Airlines
A mechanic examines the wiring bundles in the wheel well of an American
FAA aircraft training nationwide
But while nearly all travelers know that American has joined every other U.S. legacy carrier by filing for Chapter 11, many may not realize the nation's last major domestic airline maintenance facilities are one step closer to extinction. For years, American has been bucking an industry trend by continuing to perform nearly all aircraft maintenance in-house. But now all that could change.
A quiet watershed*
In 2011, I wrote about the trend of airline maintenance outsourcing and the Federal Aviation Administration's oversight of such work. In the decade since 9/11, there's been a dramatic upsurge in farming out aircraft maintenance, sometimes to third-party facilities here in the U.S., and often overseas to China, Singapore, El Salvador, Mexico and other countries.
Previously I addressed this topic strictly as a passenger safety issue, not as a labor issue. But the full truth is that all passengers are affected by airline labor practices—in fact, the way in which airline employees are treated directly affects safety, security, and every aspect of customer service.
According to the U.S. Department of Transportation, by the spring of 2011 there were 159,051 fewer full-time employees in the U.S. airline industry than there were in the spring of 2001, a 25% decrease. Of course, even these numbers don't begin to tell the story. Tens of thousands of full-time workers have been laid off since the 1980s, and thousands of others have endured pay cuts, benefit cuts and reduced hours (meanwhile, the AFL-CIO reported the salaries for the CEOs of the nation's top ten airlines in 2010 ranged from $1.2 million to $8.4 million, which translated into 36 times to 252 times the sum of $33,190, the median salary for domestic airline workers).
For those of us lucky enough to have worked in the airline industry more than 20 years ago, there's no comparison to today. Airline workers in 2012—even those with full-time employment and benefits—live under the constant threat of mergers, cutbacks, downsizing and layoffs. And the trend lines keep getting worse.
For airline passengers, this isn't just an academic argument about the 1%. The seismic changes that have overtaken the industry affect every aspect of the customer experience. Downsizing and outsourcing are why the airline labor force has become increasingly transient and unskilled, as third-party part-time employees wear the uniforms of contracted airlines but are not given the requisite training. It's why there's such an informational vacuum when there are flight delays and cancellations and service disruptions. It's why planes are repaired by unlicensed mechanics in developing nations.
The last bastion*
In recent years, bankruptcy reorganization has allowed airlines to void existing labor contracts and secure court-sanctioned employee concessions. Little wonder that American stated upon its filing: "We must address our cost structure, including labor costs, to enable us to capitalize on the foundational strengths we have put in place and secure our future."
A Q&A on Chapter 11 at American's site includes this:
"Will American Airlines continue to operate its Maintenance Bases in Tulsa, Fort Worth (Alliance), and DFW Airport? Safety remains our top priority, and we will maintain our planes as always. In the coming months, we will be evaluating all of our facilities to ensure that they are providing our fleet with world-class maintenance that is competitive and cost efficient." A spokesman for American says there has been no determination on the status of the Tulsa base, and no timetable for an announcement.
But mechanics at American expect an uphill battle. James Little, president of the Transport Workers Union, recently stated: "Other bankruptcies in the airline industry have seen aircraft overhaul and other repair work sent to less secure, poorly regulated maintenance facilities in third world countries. We will do everything in our power to maintain quality and safety for this airline and its passengers, while protecting the interests of our members."
An up-close view*
Last June I traveled to Tulsa while researching my upcoming book about the airline industry (Attention All Passengers, to be published by HarperCollins in May). Thanks to a joint invitation from the company and the TWU, I visited the American Airlines Maintenance & Engineering Base, the largest private employer in Oklahoma.
Even two days wasn't enough to see all 330 acres of the former World War II B-24 complex, home to 6,400 employees, including 4,700 FAA-licensed mechanics. According to American, more than 85% of its fleet of 619 aircraft is overhauled there.
But the stats don't tell the whole story. The Tulsa facility truly must be seen to be appreciated. It's the type of place that used to define America: skilled workers producing a quality product at a living wage. And now it's all in jeopardy. I've spoken to several American mechanics in recent weeks, and one summed it up: "We're going to take some casualties."
Back in June, one mechanic half-jokingly told me he prayed for CEO Gerard Arpey's health, since it was widely known that the head of American felt strongly about keeping maintenance in-house, even as all his domestic competitors had outsourced. But the November bankruptcy filing included Arpey's retirement, and what new CEO Thomas Horton will decide remains to be seen.
Right now the fate of the American Airlines maintenance base in Tulsa is receiving little attention outside of Oklahoma. But this is far from a parochial issue. By the time the nation truly focuses on outsourcing aircraft maintenance and shipping skilled jobs to unlicensed workers in China and El Salvador, the airline industry—and even the United States itself—could be significantly weaker.
01-05-2012, 07:57 AM
Gets Weekends Off
Joined APC: Feb 2010
Position: The New Delta
Posts: 115
Anyone else having trouble submitting their bids into PBS? I can log in fine and get to the 1st page where I select "ADD", then it logs me out when I hit "ADD".
Got a new computer for Christmas, so not sure if that's the problem. Thanks
Got a new computer for Christmas, so not sure if that's the problem. Thanks
01-05-2012, 08:05 AM
Gets Weekends Off
Joined APC: Oct 2008
Posts: 289
Just did my FEB bid. No problems.
01-05-2012, 08:11 AM
Gets Weekends Off
Joined APC: Feb 2010
Position: The New Delta
Posts: 115
01-05-2012, 08:33 AM
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
What vast improvement from just a few years ago.
The Leader in Lost Bags, Canceled Flights - WSJ.com
Tough times in Big D: First, the Dallas Cowboys missed the NFL playoffs (again). Now, locally based American Airlines has ranked dead last in customer service in the annual Middle Seat analysis of major domestic carriers (again).
Podcast
Dallas-Fort Worth-based American Airlines has ranked dead last in customer service in the annual Middle Seat analysis of major domestic carriers.
United Airlines got sacked as well, showing that mergers can create big customer woes. United and Continental Airlines, when combined, scored almost as poorly as American.
The best-performing carrier last year was Alaska Airlines, the smallest among the seven major U.S. airlines. And in a surprise showing, Delta Air Lines scored a big turnaround, placing second in 2011 compared with ninth in 2010.
The Middle Seat scorecard ranks major carriers each year on a number of key measures important to travelers: on-time arrivals, long delays, canceled flights, mishandled bags, passengers bumped from flights and complaints filed with the Department of Transportation. Data come from DOT and FlightStats.com, a flight-tracking service that collects real-time flight information from airlines, airports and the Federal Aviation Administration. (See the 2010 Airline Scorecard.)
Alaska, which launched an operational overhaul in 2007 after several years of dismal reliability, was first among major airlines in on-time arrivals. The carrier has set internal standards: There are 50 different check points on a timeline for each departure, with data collected on each one. Flight attendants have to be on board 45 minutes before scheduled departure; customer-service agents board the first passenger 40 minutes before departure, and 90% of passengers need to be boarded 10 minutes before departure. What time the fuel truck hooks up and what time it disconnects its hose are measured. When flights arrive, the time the belt-loader pulls up to the plane is tracked. The cargo door is supposed to be opened three minutes after arrival; the first bag needs to be dropped on the carousel before 15 minutes after arrival.
"There are so many moving parts. You just can't tell people to get the airplane out on time," said Ben Minicucci, Alaska's chief operating officer.
Delta engineered a major operational turnaround last year. In 2010, Delta was second-worst in punctuality and baggage handling among rival airlines and it had the highest rates of canceled flights and consumer complaints filed with the DOT. For 2011, Delta ranked in the top three in five of six categories.
In the past two years, Delta opened maintenance operations in nine cities that aren't hubs for the airline, such as Miami, Portland, Ore., and Philadelphia, to keep more of its fleet ready to fly. Once it was done integrating with Northwest Airlines, Delta invested in new baggage systems in Atlanta, plus new technology in its operations control center and retraining for customer-service workers.
"There are a lot of side benefits to running a good, clean operation," said David Holtz, Delta's vice president of operations control.
American, which filed for bankruptcy-court reorganization in November, has struggled with its operation for several years. For the past five years, American has been among the worst three airlines at on-time performance, a key measure of an airline's operation since it impacts mishandled bags, bumped passengers and even canceled flights and customer complaints.
Last year, American was worst among major carriers at baggage handling and had the highest percentage of canceled flights. The rate at which American canceled flights was 70% higher than at United, Delta and the industry average for major airlines, which the DOT defines as those with more than $1 billion in operating revenue.
American, which replaced its top operations executive last month, says its aging fleet has led to increased cancellations because of more mechanical breakdowns. In addition, American said its hub cities seemed particularly plagued last year. A severe thunderstorm season last spring in the South took a toll, along with a tornado in St. Louis, a fuel-farm fire in Miami and a hailstorm in Dallas that damaged 50 jets.
The carrier has placed large orders for new replacement jets and stepped up baggage scanning to improve accuracy. It now hopes bankruptcy reorganization will allow the same kind of cost cutting and work-rule changes that have boosted operations at other airlines, said Jon Snook, American's vice president of operations planning and performance.
"There's no question cost has impacted on our ability to invest in dependability," he said.
Bankruptcy hurts airline customers, too. American Airlines comes out worst in our tally of airline service in 2011. Here are scores of the seven major U.S. passenger airlines based on key customer measures.
United and Continental merged in 2010, but the two carriers still operate on separate reservation systems. Customers like Jay Gould complain they sometimes get lost in the gap between the two airlines. Mr. Gould, a lawyer in San Francisco and New York, is a top-level frequent flier who pays for membership in United's airport clubs. Yet, he got kicked out of a Continental lounge, where privileges are reciprocal. After 45 minutes and a flurry of phone calls, he was allowed back in.
A United spokesman said the airline expects complaints to drop when it moves to one passenger system within a few months.
JetBlue Airways had both the most-frequent delays and the longest delays. Nearly one out of every eight jetBlue flights was at least 45 minutes late last year, according to DOT and FlightStats data. The average delay for a jetBlue flight that ran late was 65 minutes, according to DOT data for the first 10 months of the year.
JetBlue says the New York and Boston areas, which are departing or arriving points for 73% of all its flights, got slammed last year with a few severe weather events that led to long delays and canceled flights. Hurricane Irene and severe snowstorms in January and October hurt performance.
"We don't have hubs in more favorable weather areas to balance it out," said Rob Maruster, jetBlue's chief operating officer.
Southwest Airlines, the only major airline that doesn't charge fees to check two pieces of luggage, had the second-worst rate of mishandled bags, better than only American. Bags fly free, but they don't always get there. Excluding AirTran Airways, which Southwest acquired in May, Southwest would have been the industry's worst at baggage handling. In addition to added volume, Southwest's baggage operation has struggled with complexity of connecting lots of different flights in lots of different cities.
Southwest said it made a major push to improve its on-time reliability in the second half of 2011. This year, baggage gets a major SWAT team improvement effort, said Greg Wells, senior vice president of operations. Currently, the carrier is studying use of hand-held scanners to improve accuracy in routing bags.
Still, Southwest customers aren't complaining. The airline had the fewest complaints per passenger, according to DOT stats.
The Leader in Lost Bags, Canceled Flights - WSJ.com
Tough times in Big D: First, the Dallas Cowboys missed the NFL playoffs (again). Now, locally based American Airlines has ranked dead last in customer service in the annual Middle Seat analysis of major domestic carriers (again).
Podcast
Dallas-Fort Worth-based American Airlines has ranked dead last in customer service in the annual Middle Seat analysis of major domestic carriers.
United Airlines got sacked as well, showing that mergers can create big customer woes. United and Continental Airlines, when combined, scored almost as poorly as American.
The best-performing carrier last year was Alaska Airlines, the smallest among the seven major U.S. airlines. And in a surprise showing, Delta Air Lines scored a big turnaround, placing second in 2011 compared with ninth in 2010.
The Middle Seat scorecard ranks major carriers each year on a number of key measures important to travelers: on-time arrivals, long delays, canceled flights, mishandled bags, passengers bumped from flights and complaints filed with the Department of Transportation. Data come from DOT and FlightStats.com, a flight-tracking service that collects real-time flight information from airlines, airports and the Federal Aviation Administration. (See the 2010 Airline Scorecard.)
Alaska, which launched an operational overhaul in 2007 after several years of dismal reliability, was first among major airlines in on-time arrivals. The carrier has set internal standards: There are 50 different check points on a timeline for each departure, with data collected on each one. Flight attendants have to be on board 45 minutes before scheduled departure; customer-service agents board the first passenger 40 minutes before departure, and 90% of passengers need to be boarded 10 minutes before departure. What time the fuel truck hooks up and what time it disconnects its hose are measured. When flights arrive, the time the belt-loader pulls up to the plane is tracked. The cargo door is supposed to be opened three minutes after arrival; the first bag needs to be dropped on the carousel before 15 minutes after arrival.
"There are so many moving parts. You just can't tell people to get the airplane out on time," said Ben Minicucci, Alaska's chief operating officer.
Delta engineered a major operational turnaround last year. In 2010, Delta was second-worst in punctuality and baggage handling among rival airlines and it had the highest rates of canceled flights and consumer complaints filed with the DOT. For 2011, Delta ranked in the top three in five of six categories.
In the past two years, Delta opened maintenance operations in nine cities that aren't hubs for the airline, such as Miami, Portland, Ore., and Philadelphia, to keep more of its fleet ready to fly. Once it was done integrating with Northwest Airlines, Delta invested in new baggage systems in Atlanta, plus new technology in its operations control center and retraining for customer-service workers.
"There are a lot of side benefits to running a good, clean operation," said David Holtz, Delta's vice president of operations control.
American, which filed for bankruptcy-court reorganization in November, has struggled with its operation for several years. For the past five years, American has been among the worst three airlines at on-time performance, a key measure of an airline's operation since it impacts mishandled bags, bumped passengers and even canceled flights and customer complaints.
Last year, American was worst among major carriers at baggage handling and had the highest percentage of canceled flights. The rate at which American canceled flights was 70% higher than at United, Delta and the industry average for major airlines, which the DOT defines as those with more than $1 billion in operating revenue.
American, which replaced its top operations executive last month, says its aging fleet has led to increased cancellations because of more mechanical breakdowns. In addition, American said its hub cities seemed particularly plagued last year. A severe thunderstorm season last spring in the South took a toll, along with a tornado in St. Louis, a fuel-farm fire in Miami and a hailstorm in Dallas that damaged 50 jets.
The carrier has placed large orders for new replacement jets and stepped up baggage scanning to improve accuracy. It now hopes bankruptcy reorganization will allow the same kind of cost cutting and work-rule changes that have boosted operations at other airlines, said Jon Snook, American's vice president of operations planning and performance.
"There's no question cost has impacted on our ability to invest in dependability," he said.
Bankruptcy hurts airline customers, too. American Airlines comes out worst in our tally of airline service in 2011. Here are scores of the seven major U.S. passenger airlines based on key customer measures.
United and Continental merged in 2010, but the two carriers still operate on separate reservation systems. Customers like Jay Gould complain they sometimes get lost in the gap between the two airlines. Mr. Gould, a lawyer in San Francisco and New York, is a top-level frequent flier who pays for membership in United's airport clubs. Yet, he got kicked out of a Continental lounge, where privileges are reciprocal. After 45 minutes and a flurry of phone calls, he was allowed back in.
A United spokesman said the airline expects complaints to drop when it moves to one passenger system within a few months.
JetBlue Airways had both the most-frequent delays and the longest delays. Nearly one out of every eight jetBlue flights was at least 45 minutes late last year, according to DOT and FlightStats data. The average delay for a jetBlue flight that ran late was 65 minutes, according to DOT data for the first 10 months of the year.
JetBlue says the New York and Boston areas, which are departing or arriving points for 73% of all its flights, got slammed last year with a few severe weather events that led to long delays and canceled flights. Hurricane Irene and severe snowstorms in January and October hurt performance.
"We don't have hubs in more favorable weather areas to balance it out," said Rob Maruster, jetBlue's chief operating officer.
Southwest Airlines, the only major airline that doesn't charge fees to check two pieces of luggage, had the second-worst rate of mishandled bags, better than only American. Bags fly free, but they don't always get there. Excluding AirTran Airways, which Southwest acquired in May, Southwest would have been the industry's worst at baggage handling. In addition to added volume, Southwest's baggage operation has struggled with complexity of connecting lots of different flights in lots of different cities.
Southwest said it made a major push to improve its on-time reliability in the second half of 2011. This year, baggage gets a major SWAT team improvement effort, said Greg Wells, senior vice president of operations. Currently, the carrier is studying use of hand-held scanners to improve accuracy in routing bags.
Still, Southwest customers aren't complaining. The airline had the fewest complaints per passenger, according to DOT stats.
01-05-2012, 08:58 AM
Gets Weekends Off
Joined APC: Apr 2008
Posts: 1,619
I think you need to enable pop up windows for the PBS web based interface. Try that.
01-05-2012, 09:10 AM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
I'm not sure about that. I was on a trip when my wife ended up in ICU. I was in GRU at the time and was immediately called as soon as the company found out. (Incidentally, it was a DCI pilot my MIL knew who called the Delta duty pilot to let the company know.) They notified the outbound crew to wait for me, got me on the first flight to ATL, and booked me PS on a DCI flight to go home. I was met in ATL by some fellow DL pilot friends who accompanied me home and the CP office was very accommodating with regards to my schedule. I can't say enough about all the people who helped, the crew home, the station people in GRU who got a phone for me to call the US, and the CP office. It was also the same when my father passed away a few years ago.
Any more I just inform them, then do what I have to do. If you are a junior reserve the policy has been "no waivers, no favors."
01-05-2012, 09:14 AM
Gets Weekends Off
Joined APC: Mar 2008
Position: A330B
Posts: 210
[Southwest said it made a major push to improve its on-time reliability in the second half of 2011. This year, baggage gets a major SWAT team improvement effort, said Greg Wells, senior vice president of operations. Currently, the carrier is studying use of hand-held scanners to improve accuracy in routing bags.]quote
Wow, I first saw NWA using the scanners fifteen years ago, not sure about Delta, but this is a phenomenal performance by by Delta Air Lines to merge, consolidate, and LEAD in less than three years. Pat on the back everyone! Resume the sacrifice, Pilots.
Wow, I first saw NWA using the scanners fifteen years ago, not sure about Delta, but this is a phenomenal performance by by Delta Air Lines to merge, consolidate, and LEAD in less than three years. Pat on the back everyone! Resume the sacrifice, Pilots.
01-05-2012, 09:20 AM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Depends, are you ATL MD88 B and if so, are you senior to me?
If you are, from what I know you don't have to bid this month. It's taken care of. After the bid closes go tell them what you want. It's a new policy they're implementing on ATL 88 B. You can read about it one of those mandatory crew flight bulletin MOU side letter things.
If you are, from what I know you don't have to bid this month. It's taken care of. After the bid closes go tell them what you want. It's a new policy they're implementing on ATL 88 B. You can read about it one of those mandatory crew flight bulletin MOU side letter things.
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