From ALPA National to DL Management?
#2
Gets Weekends Off
Joined APC: Sep 2015
Posts: 631
#3
I hope this is true, the incest will revitalize DPA and the associated hard line stance. Can we put him on executive inactive right now? He obviously isn't working for the pilots, but himself. Absolutely disgusting! He's a former Moak era negotiator and is intimately knowledgeable about the cracks in our PWA.
I'll bet it has a lot to do with this. Look who the ALPA rep is.
https://centreforaviation.com/analys...tectionism-226
I'll bet it has a lot to do with this. Look who the ALPA rep is.
https://centreforaviation.com/analys...tectionism-226
#8
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 11,989
Well, that secret didn't take long to hit APC.
When our Scope Chairman stated the MEC Admin / negotiators were opening scope discussions with the company on a consolidated JV agreement which would maybe trade regional protections for a global balance my first two thoughts were, we already have that in Section 1 R. (global production balance) and 1 P. 5. (global block hour floor) and my third thought was to call Rick Dominguez. He has more background and experience with the actual creation of our JV scope language than most anyone else.
When I reached out, the response was that he had a new job that nobody could talk about, ... and here we are.
Captain Rick Dominguez's responsibilities, as I understand them, will not be related to negotiations with the association. It makes sense that management would keep him well away from the table for now. However, he is only a phone call away.
... and it might even be a good thing if Capt. Dominguez was to get involved. He knows how to structure JV agreements with management and labor. He is a very bright and capable man. In my experience, he has been very good for the Delta pilots.
The "reader's digest" version of my letter to our Reps was:
· Align our PWA with the company’s commercial agreements with JV partners. Our flying should match the schedules found in the commercial agreements between the partners, then, for redundancy …
· Include revenue triggers as a floor. For example, if we see that 50% of an agreement’s total revenues (including non-operating revenues) originate from a partner airline, we should seek a 50% share of flying from that agreement, and finally
· Measure the results in jobs. When these negotiations are announced to pilots, pleasure use metrics pilots can understand
When our Scope Chairman stated the MEC Admin / negotiators were opening scope discussions with the company on a consolidated JV agreement which would maybe trade regional protections for a global balance my first two thoughts were, we already have that in Section 1 R. (global production balance) and 1 P. 5. (global block hour floor) and my third thought was to call Rick Dominguez. He has more background and experience with the actual creation of our JV scope language than most anyone else.
When I reached out, the response was that he had a new job that nobody could talk about, ... and here we are.
Captain Rick Dominguez's responsibilities, as I understand them, will not be related to negotiations with the association. It makes sense that management would keep him well away from the table for now. However, he is only a phone call away.
... and it might even be a good thing if Capt. Dominguez was to get involved. He knows how to structure JV agreements with management and labor. He is a very bright and capable man. In my experience, he has been very good for the Delta pilots.
The "reader's digest" version of my letter to our Reps was:
· Align our PWA with the company’s commercial agreements with JV partners. Our flying should match the schedules found in the commercial agreements between the partners, then, for redundancy …
· Include revenue triggers as a floor. For example, if we see that 50% of an agreement’s total revenues (including non-operating revenues) originate from a partner airline, we should seek a 50% share of flying from that agreement, and finally
· Measure the results in jobs. When these negotiations are announced to pilots, pleasure use metrics pilots can understand
Last edited by Bucking Bar; 12-10-2018 at 02:25 PM.
#10
Agreed on both accounts. Our TA better be a good, or DPA will come back in force. Going from being an advocate for the pilots to a MIP position has to just feel dirty. As always, money talks.
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