Heyas,

Someone did the math on the webboard.

With the 717s, the DCI to mainline ratio is 1.72.

Without the 717s, it's 1.53.

Management gets the airplanes, pumps up the permitted ratio, and returns the airplanes when the leases expire, and we're left with the same mainline fleet we have now.

And 70 more large RJs.

Yikes.

Nu

Come on in Denny, the water's warm!

No, we (ALPA) could definitely attempt to influence them. But they would be under no legal obligation to succumb to our influence because they don't sign our contract. Until they do, compliance is voluntary on their part. The language itself doesn't even say "...then the RJ airlines SHALL pull down their block hours...", it says: 'Delta will execute its plan to bring RJ block hours in compliance with the ratios..." Why is it written that way? Because we can only force our company to do something because it is our company who signs our contract. But does the RJ airline have to act on our company's plan? Absolutely not.

Not unless that contract legally binds said RJ airline to our pilot contract. If such a signed document exists, it is imperative to see that document before we vote on this TA.

Delta being forced to remove it's code share from the offending DCI is a possible outcome from an arbitrator. The arbitrator could also find that the RLA does not allow for the contract of one airline to remove jobs that BELONG to another airline.

This is soooo cool.

Getting to vote on this TA...Cost Neutral
Getting to have a legal discussion with DennyCrane...Priceless :D

Carl

Nu,

Can you repost that math. Seems counter intuitive at first reading.

Where is this math? Are the numbers from official sources? I need to see the calculations.

Denny

Delta schedules the RJ flying. Delta certainly is a signatory to our contract.

Perhaps what you mean to say is that Delta would find itself locked in to a contract for services which it could not fully utilize, costing it a lot of money when it could ill afford the expense. If things became dire enough, there might be agreement between management and ALPA to reset the percentages to avoid bankruptcy of their employer. That is what happened to C2K.

This is the inherent conflict created by disunity. To outsource we have to create complex mechanisms which must be called on to function during growth and during decline. Economic disincentives can become so painful that they are better avoided than enforced.

Be careful with the DPA "logic." It is not based on a factual foundation.

Demanding our company "execute its plan" is indeed our only enforcement mechanism. Our entire downside "protection" rests on whether an arbitrator would find FOR us and force Delta to remove it's code share from the offending airline.

Somebody will have to educate me on how Independence Air applies here?

Carl

Nope.. pump and dump won't work. Read p1-14.

A fair question IS however, whet is the current block hour ratio? I would like to know THAT.

No.. the grievance process and the courts of law are our enforcement mechanism You above all should LOVE that. Wasn't some kind of perverted badge of honor with fNWA about how many grievances they had outstanding? But do you think management can just ignore the contract with no ramifications? If that is the case, why have a contract at all?

You're losing it Carl...

Slow has told us a couple of times it is .53 ~ .54

Correct Counselor. You get another round of Scotch and a Cigar.