Originally Posted by
Pineapple Guy
... I just don't understand your point. .... as I've said before, but it seems to me, that we've always had certain flying that we don't do. And Delta is generally free to do whatever they want in those areas, subject to whatever restrictions we place on them. How is the current situation any different?
Differences:
- Pinnacle contract directly binds Delta management
- Pinnacle contract is 4 to 5 years longer in duration than the Delta PWA agreement. It therefore supersedes and preempts our next Section 6.
- Pinnacle pilots are negotiating independently ... we dont know what they are doing. If I were Whychor, I'd go for narrow body flying and no, I'm not kidding. I cite for example this Air Canada Jazz operation.
Originally Posted by
Pineapple Guy
The Pinnacle pilots are Pinnacle employees, not Delta employees, right?
I honestly don't know. There is some talk out of national that ALPA will try a single carrier petition because of the way this is structured. If that is true, then Lee Moak went for the "Hail Mary" of unity and I'll send a $1000 check to make a bronze statue in his honor. But, somehow I think my $1,000 is safe.
Originally Posted by
Pineapple Guy
Let's take them one section at a time. Here's 1D11:
The Company will fill a minimum of 35% of the aggregate of all positions in Delta pilot new-hire classes in each trailing twelve-month period (to the extent airmen are available) with ALPA-represented airmen at Delta Connection Carriers, subject to such airmen meeting the Company’s competitive hiring standards, and subject to the Company’s objectives for diversity and experience among newly hired pilots. Airmen who flow up pursuant to LOA #9 and LOA #10 count toward satisfaction of such minimum percentage.
How does the Pinnacle agreement violate that?
By adding the language favoring the Pinnacle pilots it re-orders the flow to the advantage of the Pinnacle pilots. The more clear violation is 1D12, where we have contracted to help unemployed ALPA members over those who are senior ambitious employed Captains with six figure incomes. Pinnacle re-orders this to put their senior guys first.
As for enforcement, I've always argued flows were a bad idea and weak. I am not sure who has the right to grieve LOA #9 and #10 because we negotiated those sections as part of a quid quo pro for our own furlough protection (flow down). I do not intend to to grieve that violation and have not tried to figure out a way to run the gauntlet to prosecute an unpopular grievance to protect members who are not even Delta pilots yet.
Originally Posted by
Pineapple Guy
I have no problem with any of those groups sitting down and doing deals with Delta for the flying that we have already stated we don't do.
I see this a huge problem which threatens to whipsaw us against the other pilots Delta management now has the choice to contract with. The whole point of a union which fights alter ego is to make Delta pilots the exclusive pilots in Delta's employ. Our leverage is our ability to effect the total productive capacity of this company. As we cede our power to deny production, we cede our leverage. As we cede leverage we will see the result in declining pay and working conditions.
We also "authorize" a lower standard. I am not talking about college degrees. I am talking standards like crew rest, which we consider to be "safety." Why should we get meals on an international turn if Pinnacle pilots are able to do international turns without meals? Why do we need more rest than they do? For safety?
Management is always going to want the less expensive standard. ALPA is saying that standard is fine on the Delta property. Thus it makes it harder to justify what we see as our "quality of life" while on the road 300 hours a month.
Further, the Pinnacle agreement ties their scope to not seeking contract improvements. Six months after their amenable date, their job protections disappear. Is that the expectation we should provide Delta management?
Management will insist "if it good enough for them, it is good enough for you." ( speculative, but logical )
A big reason I left the top 25% of an express carrier and started over at Delta is because I wanted my Rep to represent me to Delta management. The pay cut was easily justified by the knowledge that Delta pilot autonomy would ensure we controlled Delta flying.
Now the Delta pilots are in the same role as Comair and ASA were in 2000. We are a "vendor" able only to contract with our management for "our" flying. ( "vendor" is the word used by six Reps I have spoken to since Roberts' interpretation ).