sailingfun

 Four hours after originally scheduled release, or  25 hours after originally scheduled release if the reroute ends with a transoceanic duty period o The only circumstances under which reroute pay will not be applicable are the pilot's departure or arrival airport being closed and weather along the pilot's route o If a pilot has been assigned recovery flying, and if either the pilot's original rotation or his recovery rotation touch an airport at which the Company has publically announce a waiver of passenger change fees due to an IROPS, and if the pilot is removed from his recovery rotation due to an IROP affecting that rotation, then he may be assigned a second recovery rotation at double pay, provided the assignment is made within six hours of his originally scheduled report o A pilot whose first flight segment has been delayed may be rerouted at double pay, so long as the reroute is into a turn in the first duty period and he is returned to his original rotation immediately afterward • Rotations Designated for OE o A bid package rotation, i.e., not a pop-up tripA reserve pilot who has flown a rotation that ended with an FDP that operated inside his WOCL will not be required to report for another rotation on the same calendar day unless there is no other reserve pilot available in his days-of-availability grouping • The short call credit grouping used by the Company for involuntary conversion to short call will be changed from less than three short call credits to less than two short call credits; this will have the effect of spreading involuntary short calls more evenly throughout a category • Codify the current practice which allows the Company to bypass a one-day pilot going into hard non-fly day, e.g., golden X-day, vacation day, etc., for conversion to short call • FRMS short call – the Company will be allowed to notify a pilot of his conversion to short call for an FRMS rotation on his first on-call day prior to the beginning of his days off immediately prior to the on-call day o For example, a 777 pilot who is on his last on-call day prior to a group of four X-days may be notified that he will be converted to short call at 1300 on the first on-call day following his four X-days. He will be considered to be at rest from the time he is notified of the conversion to FRMS short call until the start of the short call period. • A pilot will be able to be free from contact for the first two hours of any short call period, not only the first after a set of days off • The Company has committed to further automating the GS and GSWC award process to provide a pilot more notice for such an award; every pilot will continue to have at least ten minutes to respond to a call from Crew Scheduling • Special Incentive Lines o These currently pay 55 hours per month to a pilot who is responsible for no flying o The Company may also offer Known Personal Leaves for full or partial bid periods at no pay o Under this provision, the Company will be allowed set a different guarantee for SILs at their discretion

sailingfun

The above two posts contain just a few soft improvements in the last contract. If you went back to the joint TA and contract 2012 the list is far longer.
The union of course just gives away soft items!!! All we got were pay increases.

Turbo1

A whole lot of justification about how great things are now.....I think not....

CBreezy

You're talking about Stockholm Syndrome, the one about prisoners, right? I think some of you need a little perspective.

sailingfun

Working under what many would consider the premier flying job available today anywhere in the world is really hard on people!

Scoop

Guys,

I don't always agree with Sailing but he has a point here. Negotiations are a two way street and we did OK last time around. Not great but OK.

TA-1 was a disaster but in the long run it's rejection may help us down the road

Scoop

notEnuf

Delta has achieved the industry’s all time profitability level and sustained over $5 billion per year for several years and sees no end to that level. The economics of the industry made a polar shift over the last decade. Now is the time to not only recover the previous value but to challenge what normal is in this new era. Our gains need to be commensurate with the gains of the company and the stakeholders who have guided the business after the labor force bailout which allowed them to exist.

Hossharris

(Morgan Freeman “he’s right you know” meme)

Hank Kingsley

Well, a Delta 767 Captain has averaged a one dollar an hour raise over the last 15 years. Pre BK to today. Not to mention pension and a long list of hard bennies.

sailingfun

It’s really doesn’t matter. Delta is a business. What does matter is Delta’s cost relative to the competition. What’s interesting is most pilots blame it all on 911 and the lost decade. The reality is the reset in the US was coming regardless because of SWA. They redefined the entire concept of how pilots worked and were compensated. Once they reached critical mass you either lowered your costs to compete or slowly perished as they kicked you off any route they wanted at will. The days of working 9 or 10 days a month on average was unsustainable when the biggest domestic airline in the US had a very different vision. Had southwest maintained their huge cost advantage and sustained their 10% per year growth plan they would have over 2000 aircraft today and AMR, UAL and DL would be memories. Reality may suck but it’s still reality.
2002 pilot costs per block hour.
SWA-399
DL-998
UAL-1186
2017 pilot costs per block hour
SWA-1023
DL-1314
UAL-1277