Any "Latest & Greatest" about Delta?
Super Moderator
Joined APC: Dec 2007
Position: DAL 330
Posts: 6,869
God Forbid they ever start enforcing weight standards on Pilots....have some of you folks looked at yourself in the mirror lately?
I am amused that the same folks here who complain about wearing the hat, shove it in their rollaboards, don't know how to tuck in their shirt, and waltz around the airport with their ties loosened at half mast suddenly want to become the Uniform Police for the Flight Attendants.
I am amused that the same folks here who complain about wearing the hat, shove it in their rollaboards, don't know how to tuck in their shirt, and waltz around the airport with their ties loosened at half mast suddenly want to become the Uniform Police for the Flight Attendants.
I am going out on a limb here, but I think its safe to assume that the pilots commenting about size 18+ Flight Attendants are not the fat pilots we all see on a daily basis.
Scoop
Scoop,
No, I'm pretty freakin' huge! In fact, when I do the control check I have to suck in my own gut.
No, I'm pretty freakin' huge! In fact, when I do the control check I have to suck in my own gut.
Btw, there's two threads on the MEC board on this topic, with very few active posters. The politics section is way more active. Is that some of the "scope fatigue" you write about later?:
Why do you come here and foment disunity rather than man up and take it where business can actually get done?
You continue to misrepresent my position and try and put words on paper that I didn't say. When a different point of view is presented to you, you talk of "thought police." You don't rebutt the substance...hmmm.
Hey, I get it. You're not happy. Your issue isn't getting the public attention that you believe it deserves. Yet you fail to acknowledge any of the work that was done to address your issue...
Why don't you try joining us there with some intellectually honest argument?
I hope my participation here helps you sharpen those arguments. (the last part is serious).
Want to put this whole issue to bed for good?
Hold a few unscripted, un-timed town hall style Q and A roadshows with LM, the negotiators, and appropriate principals. Tape same and make available for viewing on the MEC web site. Let us know what the MEC really thinks and let us ask all the questions we want, and they all get answered.
The current pointed avoidance of the topic, canned answers that do not address the some of the hard questions, and the torpedoing of all resolutions addressing the topic lead many to be suspicious of the direction we are taking. If we are misreading the MEC on Scope talk to us and listen to the concerns and address them.
Last edited by Fly4hire; 07-14-2009 at 02:43 PM.
Gets Weekends Off
Joined APC: May 2007
Posts: 593
ADC 07-09 states the following:
"non-qualified benefits were not part of the Delta Pilots Retirement Plan, nor were they insured by the PBGC in any way. While qualified benefits were paid from the master trust (DPRP assets are now trusteed by the PBGC), non-qualified benefits were contractual benefits paid from Delta’s treasury through the Bridge Plan and Supplemental Annuity Plan (neither of which held any actual assets). Both of these plans were terminated immediately after termination of the qualified plan on September 2, 2006.
The Notes Allocation Model, dealing in part with the contractual, uninsured nature and higher risk associated with non-qualified benefits, provides a recovery ratio of .60 to those benefits. This is consistent with the Claim sale recovery ratio of 60 cents on the dollar achieved for various contractual concessions not related to retirement."
Sick of "Any Latest & Greatest about Delta"
Is anybody else sick of this thread that has well over 1,000 pages now. Can we deleted it already? This is insane! Can we please start a category or forum just for the New Delta Guys so I don't have to read posts from the same 12 pilots who are always on here with no new news or information?
Maybe this is the big annoucement, "Airline Pilot Central Forums gives Delta Pilots it's own forum page!"
Maybe this is the big annoucement, "Airline Pilot Central Forums gives Delta Pilots it's own forum page!"
ASA furloughing 56 more pilots and judge approves Republic buying Frontier.
But my understanding on RAH was that they were only going to buy 49% now because RAH couldn't get their pilots to give up the contractual merging of seniorities. Wow, Teamsters standing firm on scope.
Also, thought this was interesting from the WSJ: http://online.wsj.com/article/SB1247...googlenews_wsj
Bill Warlick, an airline bond analyst for Fitch Ratings... recently cut the corporate credit ratings of Delta and United, pushing them deeper into speculative territory. While Delta has a relatively strong $5.3 billion in unrestricted cash, the company faces scheduled debt maturities of roughly the same amount before the end of 2011. Delta's ability to maintain its liquidity at current levels depends on improved credit-market openness and industry stabilization in 2010, Mr. Warlick said.
Delta declined to comment.
United, with about $2.5 billion in cash, must meet more than $650 million of debt and lease payments later this year and more than $1 billion in 2010. With this "unsustainable" capital structure, United may have trouble raising a large amount of fresh capital in the near term, Mr. Warlick said. United declined to comment.
Some carriers may have no choice but to seek protection from creditors this winter, when cash flow typically dries up. United, American and US Airways are the most vulnerable among large carriers, according to credit-rating agencies and Wall Street investment houses.
While he doesn't rule out one or more carriers filing as soon as this fall, Philip Baggaley, a debt analyst for Standard & Poor's Corp., says that "the more likely scenario is that they will manage to scrape by again." He adds, though, that "there's not a lot of room for error."
Like United, AMR and US Airways declined to comment.
US Airways has been through Chapter 11 twice since the 2001 terrorist attacks, and United and Delta, as well as Delta's recent acquisition, Northwest Airlines, have been through it once.
Some analysts wonder what good further restructurings would do.
"We might lose one along the way," said Bill Swelbar, a researcher at the Massachusetts Institute of Technology's International Center for Air Transportation. "It's hard to restructure zero demand."
But my understanding on RAH was that they were only going to buy 49% now because RAH couldn't get their pilots to give up the contractual merging of seniorities. Wow, Teamsters standing firm on scope.
Also, thought this was interesting from the WSJ: http://online.wsj.com/article/SB1247...googlenews_wsj
Bill Warlick, an airline bond analyst for Fitch Ratings... recently cut the corporate credit ratings of Delta and United, pushing them deeper into speculative territory. While Delta has a relatively strong $5.3 billion in unrestricted cash, the company faces scheduled debt maturities of roughly the same amount before the end of 2011. Delta's ability to maintain its liquidity at current levels depends on improved credit-market openness and industry stabilization in 2010, Mr. Warlick said.
Delta declined to comment.
United, with about $2.5 billion in cash, must meet more than $650 million of debt and lease payments later this year and more than $1 billion in 2010. With this "unsustainable" capital structure, United may have trouble raising a large amount of fresh capital in the near term, Mr. Warlick said. United declined to comment.
Some carriers may have no choice but to seek protection from creditors this winter, when cash flow typically dries up. United, American and US Airways are the most vulnerable among large carriers, according to credit-rating agencies and Wall Street investment houses.
While he doesn't rule out one or more carriers filing as soon as this fall, Philip Baggaley, a debt analyst for Standard & Poor's Corp., says that "the more likely scenario is that they will manage to scrape by again." He adds, though, that "there's not a lot of room for error."
Like United, AMR and US Airways declined to comment.
US Airways has been through Chapter 11 twice since the 2001 terrorist attacks, and United and Delta, as well as Delta's recent acquisition, Northwest Airlines, have been through it once.
Some analysts wonder what good further restructurings would do.
"We might lose one along the way," said Bill Swelbar, a researcher at the Massachusetts Institute of Technology's International Center for Air Transportation. "It's hard to restructure zero demand."
Gets Weekends Off
Joined APC: Oct 2008
Posts: 309
"It is going to be an interesting week down here in VA ave. The TV trucks are already setting up "
Calling Mr. Bar... stock analysis please, do you see anything interesting in the airline sector? Or recycled aluminum sector?
Gets Weekends Off
Joined APC: Jan 2009
Position: Nice while it lasted
Posts: 326
I’ve been debating whether to throw another log onto the scope fire, but this has been bothering me for some time.
Most of the flying I do off reserve on the -9 are Pinnacle/Compass/Mesaba rescue missions (Pinnacle mostly; they seem to have the most problems). An RJ trip cancels for whatever reason and NWA constitutes a mainline trip to move the passengers.
I’m certain most company pilots are in the dark about this, including the RJ crews. Their trip cancels, they’re sent to the hotel, and we are called out.
I have a lot of issues with this practice. I’ve called ALPA, talked to the CP, all to no avail. It’s just an accepted way of doing business here on the DAL-N side.
If Pinnacle, et. al., flew a mainline leg, ALPA would be screaming scope violation at the top of their lungs. So, am I violating DAL scope by flying a Pinnacle leg? I don’t think so. I’m flying a duly constituted mainline trip with a mainline flight number. Either way, DALPA doesn’t care.
But, am I violating Pinnacle/Compass/Mesaba scope? I haven’t read their scope clauses, so I don’t officially know. I do know this, however: we haven’t heard a peep from their (and, in the case of CPZ, our own) MECs about this.
Question: Does DAL-S fly Comair or ASA flights? I’d like to think not, but hold that thought.
There are two big issues with this practice:
It hurts mainline jobs. The company can continue allowing this flying to remain at the regionals, knowing that we will ride to the rescue if they drop the ball.
It hurts regional jobs. Their companies can continue to push the limits with their own pilots on work rules, hiring, etc., knowing that lack of performance will be compensated for.
The insidious nature of this job erosion is what worries me, and ALPA seems to have turned a blind eye to it. The only way to combat this is to ask your LEC reps *** and at least let them know you know. Those of you with friends at the regionals should tell them to do the same with their MECs. All our careers suffer under this practice.
Those of you who think “That’ll never happen here” or “No way!”, take heed: this is a well established policy at DAL-N. We are bringing that corporate philosophy and precedent with us into SOC. What’s that? Did Comair just cancel? Who you gonna call when they call you?
There’s an old saying to be careful if the camel gets its nose under the tent. Pretty soon, the whole camel is inside. The nose is there; can we shove it back out?
Most of the flying I do off reserve on the -9 are Pinnacle/Compass/Mesaba rescue missions (Pinnacle mostly; they seem to have the most problems). An RJ trip cancels for whatever reason and NWA constitutes a mainline trip to move the passengers.
I’m certain most company pilots are in the dark about this, including the RJ crews. Their trip cancels, they’re sent to the hotel, and we are called out.
I have a lot of issues with this practice. I’ve called ALPA, talked to the CP, all to no avail. It’s just an accepted way of doing business here on the DAL-N side.
If Pinnacle, et. al., flew a mainline leg, ALPA would be screaming scope violation at the top of their lungs. So, am I violating DAL scope by flying a Pinnacle leg? I don’t think so. I’m flying a duly constituted mainline trip with a mainline flight number. Either way, DALPA doesn’t care.
But, am I violating Pinnacle/Compass/Mesaba scope? I haven’t read their scope clauses, so I don’t officially know. I do know this, however: we haven’t heard a peep from their (and, in the case of CPZ, our own) MECs about this.
Question: Does DAL-S fly Comair or ASA flights? I’d like to think not, but hold that thought.
There are two big issues with this practice:
It hurts mainline jobs. The company can continue allowing this flying to remain at the regionals, knowing that we will ride to the rescue if they drop the ball.
It hurts regional jobs. Their companies can continue to push the limits with their own pilots on work rules, hiring, etc., knowing that lack of performance will be compensated for.
The insidious nature of this job erosion is what worries me, and ALPA seems to have turned a blind eye to it. The only way to combat this is to ask your LEC reps *** and at least let them know you know. Those of you with friends at the regionals should tell them to do the same with their MECs. All our careers suffer under this practice.
Those of you who think “That’ll never happen here” or “No way!”, take heed: this is a well established policy at DAL-N. We are bringing that corporate philosophy and precedent with us into SOC. What’s that? Did Comair just cancel? Who you gonna call when they call you?
There’s an old saying to be careful if the camel gets its nose under the tent. Pretty soon, the whole camel is inside. The nose is there; can we shove it back out?
Sorry, I heard about this during a marketing thing in a previous life and hadn't heard it since.
What are you replacing mostly? 50 seaters or 76 seaters? I remember someone else posting a few months back that there were doing this on the DC9 as well for an Ejet.
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