AA Dispatchers

Improvements are mostly to pay as salaries, license premiums and overrides for international and select quals have improved. Pacific and Europe divisions are being combined into an ETOPS division which is a bit controversial. Slight improvement to vacation accrual. Delta Language as far as jumpseat pay goes, but a lot of jumpseat language was struck from the old contract which basically means the annual fam trip is done on the dispatchers own time. Also only guaranteed Main Cabin Extra for a rest seat on international fam trips as negotiators were unable to get the United and Delta language about business class seats. No more rotating shifts as all lines will be straight AM or Straight PM or Straight Mids going forward. Relief line holders are now required to hold either international or select qual (had been only international) and Chief Dispatchers are now required to hold an international qual.

There was a lot of opposition to this especially from the folks who work Europe. The support came from the real senior guys as well as a lot of junior folks spooked by losses that the company is posting. But there was 96 percent turnout which is unheard of and great to see.
 
BruinsFan said:
Improvements are mostly to pay as salaries, license premiums and overrides for international and select quals have improved. Pacific and Europe divisions are being combined into an ETOPS division which is a bit controversial. Slight improvement to vacation accrual. Delta Language as far as jumpseat pay goes, but a lot of jumpseat language was struck from the old contract which basically means the annual fam trip is done on the dispatchers own time. Also only guaranteed Main Cabin Extra for a rest seat on international fam trips as negotiators were unable to get the United and Delta language about business class seats. No more rotating shifts as all lines will be straight AM or Straight PM or Straight Mids going forward. Relief line holders are now required to hold either international or select qual (had been only international) and Chief Dispatchers are now required to hold an international qual.

There was a lot of opposition to this especially from the folks who work Europe. The support came from the real senior guys as well as a lot of junior folks spooked by losses that the company is posting. But there was 96 percent turnout which is unheard of and great to see.
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What was the concern/complaints from the Europe dispatchers?

The cabin rest seat sounds like a smaller let down, but can that be any seat in MCE, or a specific seat?

Personally, I see straight shift times as a big improvement.

You mention relief line holders needing a select qual, what exactly is that?

I agree that a near unanimous turnout casting a vote is a great thing to accomplish.
 
Relief line holders need either an international qual ( Latin or ETOPS) or a select qual ( ops coordinator, ATC, or other select position).
 
New industry leading pay: Monthly rate times .1175, plus $370 a month. If I’m doing math correctly starting pay is now $118,974 and top out is $230,090? God dang AA. Way to go. And that’s not even including other qualification’s pay or override. AA also only works 9 hour shifts and 1752 hours a year.
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TheFlyingNun said:
New industry leading pay: Monthly rate times .1175, plus $370 a month. If I’m doing math correctly starting pay is now $118,974 and top out is $230,090? God dang AA. Way to go. And that’s not even including other qualification’s pay or override. AA also only works 9 hour shifts and 1752 hours a year.
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122,000 should be first year pay post sign off there's a 3% that's missing from your calculation for route qual
 
NewToTheIndustry said:
"Theoretically" the regulations and ADF protects dispatch. The Delta clause hasn't been tested yet so does it do any good who knows what lays before us.
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It's a lot easier to add basic protections from automation and AI -before- you actually need it. You really want to wait until it's rolling out and Delta gets "tested" before you decide it's a good idea for your group? At that point your management outsmarted you and will never agree to add it when they're being directed to keep the human cost to a minimum.

Also, there's a lot of the dispatch job that's effectively unenumerated in the regs.. things that are either extrapolated/expanded from the FARs or added to company policies. Small changes can take authority away from dispatchers while still leaving the core regs untouched. And this isn't even the doomsday scenario of "being replaced by a computer". It's reducing this position to clicking OK 160 times a shift to verify a computer's work is legal because that's what the regs require. Or, just monitoring automated software like FlightKeys. Don't worry, the software will update the pilots of weather changes. It'll even change illegal alternates for you! Then the questions will start about why that kind of work commands its salary. The airlines "fixed the glitch" of rampers and gate agents making a living wage.....

All that aside, I'm pretty sure everyone here is convinced that humans on the ground having joint authority with humans up there is the safest way to operate in the NAS. That concept sure seems to be getting a lot of "Wellllllllllllll......" lately from groups outside of our profession. I wish the ADF had the clout to protect our safety standards. Maybe the OCA will be more successful. But, we can't just rely on the guild. Each one of us needs to make sure we're upholding that standard with every flight and pushing back firmly against any attempts to water down or gloss over what makes us the safest system in the world.
 
TEMPO said:
It's a lot easier to add basic protections from automation and AI -before- you actually need it. You really want to wait until it's rolling out and Delta gets "tested" before you decide it's a good idea for your group? At that point your management outsmarted you and will never agree to add it when they're being directed to keep the human cost to a minimum.

Also, there's a lot of the dispatch job that's effectively unenumerated in the regs.. things that are either extrapolated/expanded from the FARs or added to company policies. Small changes can take authority away from dispatchers while still leaving the core regs untouched. And this isn't even the doomsday scenario of "being replaced by a computer". It's reducing this position to clicking OK 160 times a shift to verify a computer's work is legal because that's what the regs require. Or, just monitoring automated software like FlightKeys. Don't worry, the software will update the pilots of weather changes. It'll even change illegal alternates for you! Then the questions will start about why that kind of work commands its salary. The airlines "fixed the glitch" of rampers and gate agents making a living wage.....

All that aside, I'm pretty sure everyone here is convinced that humans on the ground having joint authority with humans up there is the safest way to operate in the NAS. That concept sure seems to be getting a lot of "Wellllllllllllll......" lately from groups outside of our profession. I wish the ADF had the clout to protect our safety standards. Maybe the OCA will be more successful. But, we can't just rely on the guild. Each one of us needs to make sure we're upholding that standard with every flight and pushing back firmly against any attempts to water down or gloss over what makes us the safest system in the world.
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I think the likelihood of companies laying off most of their dispatch office save for 5 or so "human factors" who get assigned 1500 ai planned flights to click SAFE on is creeping up around 80%.
 
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