Originally Posted by
sailingfun
I am curious. To what level do you think
- the union should control Delta's overall operational plan?
- Should we dictate all flying?
- Is there ever a legitimate reason for management to pull down flying or shift it to other markets?
- Should the union have a automatic veto on all asset allocation decisions?
- The last question is if you were management would you agree to provisions on flying that locked you into 100% of what you were currently doing?
Several questions there. Since Carl did such a poor job answering, let me help him out.
The RLA and our PWA give us the right to perform all Delta Company flying. We permit Company flying to be done by other pilots and permit codeshare on other air carriers.
It is impractical (for reasons of legality, even if economics are ignored) for Delta to fly every Delta passenger from every point across our network. Having a broad, convenient, international and domestic network improves marginal revenue ... we probably are not a sustainable business without it.
ALPA's task is extremely complex. While Delta pilots have a contractual right to all Delta flying, the definition of "Delta flying" is anything but simple. The Delta MEC has led, and continues to expand it's lead, over the rest of the profession when it comes to strategically planning, negotiating and implementing labor protective provisions.
Much of the progress we have made as a Company, a pilot group, and as leaders of our Association has been the result of a unique corporate culture which allows us to work together. When you consider what has happened elsewhere: American struggled with scope for 15 years just to have a Judge impose a several year old version of Delta's language and United's agreement also mirrors ours.
Delta being able to maintain a first mover advantage benefits the Delta pilots. At the same time, we must work damn hard to ensure Delta pilots maintain their right to perform Delta flying; defining that flying broadly so that the Delta pilots remain relevant.