Originally Posted by
Bucking Bar
Section 1 D. 9. of the Delta PWA contains a ratio of Mainline domestic block hours to Delta Connection BH. When we merged, the ratio was about 0.9 ML / DCI. Today we fly almost twice that amount (1.7X) during our peak summer season.
The minimum compliance number for our ratio is triggered by 76 seat operations. Since the company has resumed placing these aircraft into operation the minimum compliance metric is expected to increase to 1.56.
The rejected agreement was expected to raise this minimum number to 1.81. Of course the company has to over-fly the minimum to remain compliant on the shoulder months.
Increasing the BH ratio from 1.56 to 1.81 protected about 400,000 block hours. A 717 flies about 3,300 block hours per year. If we assume the E195 to be used in a similar fashion as a 717, it equals about 121 aircraft's worth of block hours. Recall, the plan was for 50 E190's. So, the increasing ratio protected more than just what the E195 was expected to fly. The 757 and 737 fly more block hours than the 717. The result of all of this is that the increasing BH ratio drove about a 2 to 1 increase. Therefore, the new narrow-body fleet type protected itself and one more aircraft too.
I do not know if it was planned to work out that 40 737-900 would create the needed BH above what 50 E195 could fly, but the math worked out almost perfectly (which made me think it was not a coincidence). Still, the company could replace MD88's & 757's with 737 and 321. To some extent they probably will. The E190 is not a suitable MD88 replacement (JMHO). Glad to hear the "flex fleet" of 757's seems to be flexing up by reducing the reductions ... good news.
This is not a pro/con discussion. TA15 has been asked and answered. It is just an explanation of how a section of our PWA works and if future negotiations result in a similar ratio change, the explanation is offered to help people understand the mechanism.
I get your education effort however, the ratios will always trail the number of mainline hours when they are executing the efficiency plan of upgauging the airline. The only "protection" is in a reduction cycle. They will always have the ability to pull down to some degree with trailing ratios. If they start a pull down, it will be because of a catastrophic event. That will be the trigger to renegotiate the balance of flying.
With the precedent of Moak giving away scope outside of section 6 or negotiating early at any time, we are never really protected. You can apply the same logic to widebody JV scope. If they need to do it, they will. They will answer to the grievance when they are ready to renegotiate. This is more about trust, respect for the pilots and respect for the agreement. They have proven there is little respect for either, hence no trust.