Chairman’s Letter
 

Fellow Delta Pilots,

The busy summer flying season is upon us. Typical of this time of year, Delta pilots can expect a breakneck operational pace, potential delays associated with weather and high load factors systemwide. These issues — combined with Delta's focus on D-O, A-O, 100% completion factor days — will make for a challenging few months on the line.

While we've become accustomed to these pressures, there's more to the story. Delta's unrelenting campaign to cut business expenses and its internal target of "one percent non-fuel unit cost growth in 2019" is adding to operational pressure on all front-line employees including us, the pilots. We have been subjected to dealing with the consequences of these cost-cutting initiatives for many months, and ALPA expects these budget-driven decisions to increase the operational pressure we are feeling. Delta's operational expense-lowering decisions have resulted in:

reduced layover times (buffers);
attrition outpacing pilot hiring; and,
greater reliance on pilots picking up extra flying with White and Green Slips to save the operation.

Delta has staked a large part of its strategy by appealing to customers with superior operational reliability that sets us apart from our peers. Operational reliability rewards Delta with premium revenue, but running the operation on the barber pole can also have a direct impact on pilot schedules and potentially safety. The burden of operational reliability is increasingly falling on our, the pilots', shoulders in the form of increased reroutes, staffing shortages, FDP extensions and fatiguing schedules. That is why ALPA is doing all we can to educate you, point out the tools we have at your disposal, and ensure that you are prepared for the most challenging months of the year.

The Company repeatedly touts pilots as frontline leaders and relies upon our judgement, decision-making and skills to conduct a safe operation. We demonstrate that operational excellence and our commitment to the corporate goals every time we fly. With that in mind, please remember the following.

Reroutes and FAR Compliance
Reroutes have become significantly more prevalent and can add to the confusion in time-critical situations. The Delta MEC Scheduling Committee has seen an uptick in rotations not in compliance with the FARs. Delta's Crew Tracking department is responsible for reroutes and, despite their efforts, there have been instances of inadvertent FAR violations. Consequently, it is incumbent on you to ensure that your assignment is FAR compliant. Some common errors ALPA has observed involve diversions, changes from deadhead to operating flights, adding segments to a flight duty day and lengthy IROPS that change your FDPs and LATT times. Be sure to remember, you cannot be rerouted into an FDP extension.

You are the last line of defense against an illegal reroute and have a shared responsibility with the Company to ensure legality. When in doubt, expand your team; ask your fellow crew members if this reroute seems okay, make sure the dispatcher is giving you timely and accurate information, utilize the ALPA resources on the iPad, etc. If in doubt, call ALPA Scheduling at 800-USA-ALPA during business hours, or you can reach an After Hours Support Network volunteer 24/7 at 866-239-0437. Always know what your flight duty day is and be attentive when approaching an extension. If you feel that there was a potential FAR 117 violation or are unsure about the legality of a flight you operated or were assigned, please file an ASAP report.

Extensions
Starting in June, Delta pilots will have a new ACARS notification for extensions. This will require each pilot to concur with the extension. Know your LATT times and how to calculate them to avoid going beyond your FDP. If in doubt, call ALPA Scheduling at 800-USA-ALPA during business hours, or you can reach an After Hours Support Network volunteer 24/7 at 866-239-0437.

Fatigue
Always evaluate your fatigue level and those of your fellow crewmembers when confronted with an extension. If you are fatigued and need to stop the operation, you must do so. Submit a Fitness for Duty Report (FFDR) and the Fitness Review Board (FRB) will evaluate your circumstances and pay-protect you for your professional decision. Again, operational reliability is driving many of Crew Tracking's decisions. Please remain vigilant about your individual situation.

Staffing Issues
Incorrect staffing at certain bases, fleets and positions have resulted in staffing inequalities and poorly constructed rotations. The RCC is working every month to make the schedules as accommodating to your request as possible. They will continue to fight for a balanced trip mix that enhances your monthly schedule. The result may be you fly with different crewmembers on multiple legs. However, do not let operational pressures prevent you from taking the necessary time you feel is needed to fully brief your fellow crewmembers and complete preflight duties. The Company frequently reminds us to set the parking brake and slow the operation down whenever required. Take your time and always put safety first.

Relationship with the Company
So far this year, I have tried to create and maintain a good working relationship with senior Delta management. I have had regular, in-person meetings and have strived to be a good business partner on behalf of our pilot group. I have used strong language when needed regarding PWA violations and negotiating priorities that are of the utmost importance but have done this with respect. Unfortunately, Company communications have taken a hostile tone towards organized labor in general.

First, the Company insulted our below-wing colleagues with a series of ill-conceived posters. Then, over the weekend, a response was delivered to Sen. Bernie Sanders that felt like a poke in the eye to the thousands of Delta pilots who had their pensions stripped away from them during bankruptcy. My disappointment with this gratuitous statement — and the misperception that the Delta pilots "voluntarily" surrendered our pension — cannot be overstated. In light of these unfortunate developments, I have grave concerns whether this is indicative of a wholesale shift in Delta's longstanding approach of partnering with its pilots in this enterprise. I believe that we can and should strive to do better and treat each other with mutual respect. And while we can — and will — fight about issues upon which we disagree, it does not prevent us from collaborating on other matters of importance and ultimately, continuing to focus on beating the many threats we jointly face.

Be smart, fly safe, and please contact your ALPA reps and committee members should you encounter any scheduling or operational difficulties this summer.

In unity,



Ryan Schnitzler, Chairman
Delta Master Executive Council

"greater reliance on pilots picking up extra flying with White and Green Slips to save the operation."


I think he's missing the boat here......pilots pick up white slips and green slips because it is lucrative......never once has a pilot told me he is on a green slip to "save the operation". That may be a by-product but NOT the reason for the pick-up......seems to altruistic of a motive to me.

Not critiquing the letter in general......just a point of clarification re this one point

Just a point of clarification to your post.

He did not say that the pilot's intent was to save the operation.

He said that management relies on our extra work to result in the saving of the operation.

There is a big difference.

Exactly. That is how I read it as well.


I think the one "missing the boat" on this point is you Buck.

gotcha ....agreed...mea culpa

FWIW I typed what I did and didn't post it.....just exited APC but it posted on my exit

none the less....I stand corrected....just kinda scanned the letter looking for how retro was gonna pay out( to no avail)....that one thing jumped out at me.....typed up my post, and either I posted it by accident or ????

Everyone feel better now??? BTW, as I've been asking on another thread, who gets reto? Do you think that if it was spelled out, that would be a good thing and help solidify unity?

Who gets retro? In answer to your question, whomever it is negotiated for. That will not be decided until the end of negotiations.

Denny

Well DUH....the way it's set up now, you are correct( are you trying to be flippant?)(sometimes intent and tone is hard to decipher in text) So something comes up for a vote ala TA1......nothing has been negotiated re retro and I'm due to retire in 1 year......what do you think I'm gonna do?......

Is that even reasonable? If you think it is, please explain. Tommorow, I'll see if I can find the verbiage SWA put out prior to their last contract vote detailing all the in's and out's of what I considered to be reasonable 3 years ago......

It's good to know the rules of the game before I have to play(vote). It's not like management isn't gonna figure it out before the final TA and we then pull a quick one over on them getting retro unbeknownst to them.

This is assuming we go past the amendable date. If it's prior to the amendable date you can expect the vast majority will be yes voters if within a couple of years of retirement.....so assume 1000 near retirement voters all being YES no matter how bad the scope/RR/reserve/DC/sick etc is........that can certainly tip a vote due to self preservation

What's the secret?? Additionally, it may need to be set out up front so that the proper pressure can/can't be put on reps if things are dragging on

You asked for an answer to a question that you knew could not be truly answered until the end of negotiations. So yeah, I was being a little flippant.;)

I think it reasonable to assume that someone on the seniority list after the amenable date will get whatever retro pay they are due just like the last contract.

Pretty sure you will know if retro is part of the deal before you vote on a contract past the amendable date.

You're probably correct in your number of YES voters if a deal is reached before the end of this year..........I'm not holding my breath on that idea....

There is no secret. Retro is a negotiated item and it will not be decided until the end of the negotiation process. Just gonna have to use your best judgment.

Denny

Well, I think there is a better way. Hopefully most pilots do and get the negotiators to craft the retro plan and publish it sooner rather than later.

If you/anybody has a good reason why later is better than sooner, I'd like to hear it and mull it over

Sure I’d like to see it written in stone early...the problem is it takes two to tango. The company has to agree to it also and that’s just not gonna happen until late in the negotiation process.

Denny