Originally Posted by
Bill Lumberg
Then why get the new MD90s? What are they for? There are probably many moving parts to the future of this airline, some Dalpa probably can't talk about. What type of flying would the 717s be doing? I see those LGA slots that we traded USair for that are initially slated for large RJs. Then throw more into ATL to do DC9 flying as they leave. It's still a plus in the 110 seat market.
And as I stated in another thread, who would leave a 20% pay increase and some work rule improvements on the table during the time it normally takes to negotiate (2 1/2 years after amendable date) a normal contract? That is nuts.
Bill;
In general, I think people agree with your statements above. The problem with the TA isn't that it was done rapidly.
The problem with the TA is that it:
Puts 70 more mainline replacement jets (not just feed, but replacement) in DCI.
Engraves the Republic exemption in stone.
Pursues the ALPA national agenda rather than the Delta pilot agenda.
Ties aircraft acquisition (shiny jet) to a scope concession.
If scope is for sale why not just find out what outsourcing the whole company is worth and be done with it?
When the Company came for the 36 seaters,
I remained silent;
I was not a 36 seat pilot.
When they locked up the 50 seaters,
I remained silent;
I was not a 50 seat pilot.
When they came for the 70 seaters,
I did not speak out;
I was not a 70 seat pilot.
When they came for the 76 seaters,
I remained silent;
I wasn't a 76 seat pilot.
When they came for me,
there was no one left to speak out.
Either stand up for your job, or pee it away for pennies. I hope we have a majority that see further outsourcing big RJs as a loss of strategic leverage.