Originally Posted by
BtoA
I've laid out plenty of facts. The current agreement is 50% +/- 1.5. The new agreement is much lower. The block hour guarantee is even lower than that. I don't believe facts are in question here.
Again, my disagreement is with your characterization. One RT is lower, granted. Is it "much" lower?
So lets think this through, second and third order. So what happens if the TA is rejected?
Can network management require AF/KLM/AZ to reduce capacity?
Given the small amount of noncompliance, what is the likely grievance settlement?
Do you believe with the political upheaval of a rejected TA we would be back at the table inside of 6 months?
How much credibility do you think the pilots would have after twice rejecting an agreement?
Do you think the NMB would help us the second time around after we rejected their help once?
In evaluating the current AIP, do you think there is any value to capturing more of Virgin's growth and protecting us from a Virgin low cost alter ego?
Have you evaluated the growth potential from this change?
Do believe there is any value to protecting the Delta brand for flying by Delta pilots?
Do you think it important to prevent the company from creating alter ego carriers that it can transfer Delta flying to?