Originally Posted by
scambo1
Trip,
You're a bright guy and your contract knowledge has been very solid. However, could you clarify your use of the term "in company history?"
Additionally, the fleet numbers have only recently surpassed the post merger fleet numbers by a handful of airplanes. We contracted then re-expanded with small gauge jets. Is 2014 really a "growth" year?
Hiring was for retiring pilot replacement primarily and growth secondarily.
Concessions should be brought up...always. Also, the timing of our contract and the timing of the JV grievance being coincident only makes me think DALPA will be conceding (concessions again) top end scope.
I can't help it, I try, but can't trust DALPA until I see the TA. I hope like heck I'm not disappointed again.
Unless I was told incorrectly Delta set a record for in 2014 for pilots hired in a year and largest single new hire class (70+).
Yes, 2014 was a growth year for the "New Delta". Comparing current Delta to immediately after merger NWA/DL IMO not a good comparison. But on that note, we now have a strong, stable airline with 12,700+ pilots earning much more than the NWA/DL post merger 12,700+ with bankruptcy fresh on the mind.
1000+ pilots did not retire in 2014. That hiring was mostly for mainline growth. (88 717s, 737-900s{Yes the 737s are replacing the 757 but some are growth}). The latest Crew Resources Update stated that our current AE begins to account for the 1st wave of Age 65 retirements. Movement will be very rapid when A350s start arriving simultaneously with significant retirements in 2017.
Absolutely concessions should be brought up. But far too often that's all that's brought all. Overall I think union leadership is doing a great job. No organization is perfect, but this new strategy of shorter term contract that are quickly completed matches finance principles of maximizing monetary value.
I believe if the majority view of this thread were on the NC for C2012, Delta pilots would likely still be waiting for C2012 today.