And with your suggestion how do you get DCI to break their current contracts?

that's what Delta management is there for. I'm sure they can figure out a way to do it. I just fly em.

That's a good point Jack and probably why I look at this language with our fNWA management in mind.

Especially since they've all found new employment at Delta Air Lines.

Bless their hearts!

Carl

I will try this again. Let me ask you a question first. Answer in your own mind. What year are you? I will use a 7 year Comair captain on the 76s that makes $79/hour. Factoring in DAL vs CO benefits package, I would highly doubt if we could fly it for $50/hour and remain competitive. That is a guess, but I'll bet it isn't far off the mark. So... would you as a 7 year guy fly captain on a 76 seat RJ for $50/hour? Or would you throw gear on the 717 for $108? Or more than likely, at 7 years, the 7ER for $124?

But then there will be those that say.. get 'em here and THEN worry about the pay. Sure. That rate would be so far away from what would be acceptable to the group so as to render it practically unobtainable (I want to live next door to Michelle Pfeiffer, but no matter how badly I want that I am pretty sure I could never get her neighbor to sell to me for what I think is fair). Next question. Once they are here... at $50/hour.. no let's say we could get current CO rates of $79... would you be willing to go to war over THAT?? Really? We would have NEW HIRES in the left seat of that airplane. So what is an acceptable rate for US to fly the 76s? That is the bottom line here. If you can rationalize that in your mind, and convince the rest of the pilot group to fight for that, I am all ears. Then you have to convince the company that it is a viable business plan. Good luck with THAT.

Oh, and that still does nothing to deal with the plethora of 50s that are still under contract until 2024...

Really good point.

Carl

Sure go ahead. I'm all ears.

It does no such thing. It does NOTHING but outline a plan...and it does so with legally unenforceable language. Language that would probably not even be grieved by DALPA if the RJ airline affected had ALPA pilots.

Everyone should understand that language read through the eyes of hope and optimism for your career, is far different than the actual reality of that language as interpreted and implemented by a management team with totally different priorities.

Carl

There you go again... and you accuse ALPA guys of spouting fear tactics. You are so full of it Carl.

You are working on the assumption that the mailnline fleet size will grow; I am assuming it will not. Everything the company has done post-merger has been static growth, if not backwards. Did I miss a philosophy change somewhere? I think the 717s will be offset with additional aircraft retirements; we just haven't been told yet. Believe me, I would love to be 100% wrong on that one.

Slow is correct the ratios will drive more mainline flying. More work = more money. But that is Section 3 (Compensation) value, not scope value. The TA caps the number of 50 seaters, aircraft which would never have flown here, regardless. The aircraft which could be flown here (in my opinion, should be flown here) are permanantly assigned to the RJ fleets.

When I got hired at NWA, the DC-9 fleet all by itself (204 planes) was the 4th largest airline in the country. 225 DC-9-10 size aircraft, permanently off property assigned to Delta flying. Does anyone grasp how big that is?

There's your scope value.

Bar, you're way better at numbers than I am. If I am off base about 400 captain slots, please correct me.

This is such a great and important point.

Carl