Originally Posted by
asacimesp
I especially loved the part in today’s broadcast where he stated they saw opportunities, thought about the PWA, then did whatever they felt like because actually going back and doing the math wasn’t important enough for them.... but PWA compliance is definitely going to be a priority from now on. This time we mean it. Hmmm
So... next question. If they didn’t bother to do the math then who discovered the violation? If it was the Union, then why no comms yet? If it was the company knowingly violating this... that’s messed up and people should be angry. If it was indifference/incompetence and discovered after the fact, well then some adult supervision needs to be put in place.
Management is having to learn to deal with a dysfunctional union.
Traditionally we monitored and reported scope compliance using a variety of sources including our own OAG data feed. We would compare the company's data to this industry standard. Monthly reports were sent to the MEC Administration from the Scope Compliance Chairman and COMPLETE Quarterly reports measuring
every single metric of our scope was reported to the Delta pilots within minutes of the briefing to the MEC. Despite a huge increase in staffing and funding, our MEC Admin is not completing the basic compliance task.
Management - Network's only mandate has been to make the most amount of money they can. They typically only calculated compliance after the fact when they compiled the data to report to our MEC. They are slightly more proactive with managing sales to comply with 1 E. 2., but sometimes they don't. Sometimes non compliance comes as a complete surprise to them.
It is perhaps easiest to understand this if you look at the company's management hierarchy; from top to bottom:
Board
CEO
President / Network (sometimes the same person)
Network
Flight Operations
Labor Relations
Labor Relations deals with grievances, including scope grievances. They are far down the hierarchical food chain and have no power over Network to change things. Even Flight Operations does what they are told by network/President/CEO. They can say whatever they want, they will fly the schedule network hands down.
Now, if you follow the money, the JV agreements themselves are "metal neutral" which means they have language to prevent each carrier from favoring their home team. Each airline network management must use the correct airplane (size, capability, capacity) that makes sense for the route - not favoring Delta or Aeromexico (in this case) If push comes to shove, the carriers will violate their pilot working agreements to maintain their JV relationships.
One answer would be to have a VERY high level interdisciplinary meeting to discuss compliance on a frequent basis. What Jim Graham talks about is exactly the change I've been trying to get implemented through numerous resolutions and policy manual changes. This meeting could work, if it is properly staffed with folks who can understand the numbers well enough to obtain proactive compliance.
The network guys will think this meeting is a complete waste of their time. It will take CEO buy in to make that work.