Originally Posted by
shiznit
My point is that WHO CARES what the "net takehome" is!
What is the COST to the Corporation per pilot? If an AF/KL pilot pays more taxes, it doesn't affect the corporation ANY differently!
Since we are in a JV, all the costs and revenues are shared.
This means when DAL per pilot gross costs are lower than the per pilot gross cost of AF/KL pilots, DAL pilots are subsidizing AF/KL pilot pay!
I want to see that eliminated.
Per pilot cost is the metric the company needs to consider, and taxes taken from that are a function of government, and the burden of the individuals who live in that nation.
Shiznit, you are correct, but the metric you are using is not.
When it comes to airline accounting just about everything is on a seat mile/passenger mile basis.
ASM = capacity (available seat miles)
RPM = traffic (revenue passenger miles)
CASM = unit cost (cost per available seat miles)
RASM = revenue (revenue per available seat miles)
PRASM = passenger revenue (passenger revenue per available seat miles)
So when we set out to compare cost, we need to look at it from a CASM standpoint.
Pilot portion of CASM is the true cost of Delta pilots.
Have you seen this number published, have you heard it quoted at roadshows?
The closest thing we can get is to go to MIT and use numbers supplied by the DOT.
Total ASMs Produced per Dollar of Total Pilot Compensation
http://web.mit.edu/airlinedata/www/2...mpensation.htm
Two comments:
Training events take pilots offline. That means that pilot not making revenue flights is creating zero ASMs.
Reducing capacity means fewer ASMs to defray pilot cost.
The bottom line is both of those factors will increase pilot cost and the data bears that out.
For the real sticklers out there:
Since the AFKLM/AZ JV is using the metric system, they use Seat Kilometers.
That's why our Contract uses EASK as the metric to compare flying performed by joint venture partners.
EASK = capacity (equivalent available seat kilometers adjusted to include cargo)
Back to your premise Shiznit:
We need the pilot portion of CASK for Delta and AFKLM/AZ
then we just compare
I think where you will have a hard time is determining exactly what the pilot portion of CASK is for the thee companies that make up AFKLM/AZ.
In terms of us pilots, its fair to compare compensation after taxes, in the end thats what makes the difference between a caddilac/citroën/spyker lifestyle and a donkey cart.
The Europeans pay a lot more in taxes and get more benefits in return in terms of healthcare, retirement.
In turn their vacation cost is born by the corporation, whereas here anybody under 10 years service mostly pays for it out of pocket.
To be honest, I'd like to just concentrate on working with the company, how about we:
Reduce the training footprint by reducing the amount of base swaps.
Reducing codeshare and DCI flying and increasing mainline capacity in kind.
In turn we take all those savings and pay them out to the pilots by improving the contract.
Cheers
George