I dont doubt that.

But then how much of our raise was because we allowed them to swap unwanted 50 seaters for more 76 seaters without having to park 70 seaters nor have anything tied to mainline growth first?

I hope that number was 0 because I'd hate to think scope is for sale.

For plan B to work they would have to buy Pinnacle and shut it down to get full relief from all the 50 seaters. Problem with that is we have scope language that Lee Moak signed that prevents that from happening. So either DALPA gives up the 76 seat jets in a LOA or they face a DFR from the 9E pilots.

:( I feel your pain


Ha! :D

We'll have to agree to disagree on some other points. :p

Come on Waves......you're almost there..... :D

I voted against the TA on day 1, read everything ALPA published, and I never even considered changing my vote. I've been a no voter since the day I read that first notepad.

A NC that was SERIOUS about holding the line or improving scope (and empowered by the MEC to do so) would have simply walked out the first day when the 82 seaters were mentioned, and simply said "call us when you want to talk".

Instead it was left on the table, giving credibility to the company's postion.

You have ask yourself "why?".

Nu

I started worrying about replacing mainline jets one-for-one as the 717s come on board. I went to the DALPA site and looked through the FAQs. If you'll bear with me, read through this answer and see if it makes sense:

Q: "What is to keep the Company from simply playing a shell game with the fleet plan by getting rid of other types as fast as the 717s show up or simply not reducing the RJ fleet as they promise?"

A: "All of the provisions in the Section 1 are front loaded toward mainline pilot protections. Small narrow body aircraft (717s) must be in the fleet before 76 seat aircraft are added, and the appropriate number of 50-seat aircraft must then be removed from the DCI fleet in the same year in which 76-seat aircraft are added. Regardless of what the Company does with the mainline fleet, the minimum block hour ratio will require that, if domestic mainline block hours are reduced below a minimum level, DCI block hours will also have to be reduced to remain in compliance with the PWA."

To me, this paragraph from our experts (the ones we are trusting with at least the next three years of our well-being) doesn't even answer the FAQ they presented themselves. The question is, "How is the company prevented from replacing mainline jets with the 717s?" The answer they give is, "Well, they can't add 76-seaters until the 717s are here, and they also have to park 50-seaters. We also have downside protection if we shrink." Have they thought this through all the way?

What if we don't shrink? If I were RA, wanting to move more flying to large comfortable RJs, here's how I would do it, remaining in compliance with this new scope clause:

1) Start bringing 717s on board.
2) Park 50 seaters as planned. This reduces DCI block hours by X%.
3) Now mainline block hours can be reduced by X% as well, still in keeping with the sparkling new block hour ratio. No rush on this...doesn't have to be met until Jul 2014.
4) Reduce mainline block hours by moving X/2% flying from mainline to the new 76-seaters. DCI goes up, mainline goes down, and block hour ratios are still in compliance.
5) Park older 757, MD-88, etc as 717s come on board, keeping mainline flying, block hours, and pilot positions flat.

So there you have it...we are trading lots of brand-new 76-seaters for pay gains that barely track inflation. No new mainline jobs, and plenty of RJs to repeat the slot swap scam in another location (DFW?) Please vote no.

You have to remember how old Carl is. Way back in the stone age airline pilots flew mail. They navigated by bonfires and the mark one eyeball. Someone got the bright idea to put some passengers on the mailbags. Young Carl's boss bought a bunch of surplus WWI airplanes to cash in on the demand the self loading freight brought. Self loading freight = people.

At this time young Carl had a bad case of WPS. WPS stands for wooden prop syndrome and is similar to shiny jet syndrome that we have today. Carl sold his little sister to some sweat shop for flight lessons. He was soon hired to fly that cool plane with two wings.

Unfortunately those passengers didn't like to travel year round. Poor Carl's first furlough happened in September of 1937. Right after the summer rush. He was so devastated he almost quit flying. Instead he got a job selling Model A Fords at the local dealer. This boom and bust, fly the summer, furlough through the winter cycle lasted five years. By this time Carl accumulated enough time to move on to the big show.......monoplanes!!!!



While I don't know Carl's real story I do know there are many crummy flying jobs out there where the bottom third are furloughed each fall. I'm sure hard work along with a little luck has gotten him where he is today. Enjoy the 747 and retire when your ready Carl. In the meantime, does anyone have Tanya Hardings number? I'm sure she could use a few bucks wacking our senior pilots ankles. She could help with our career stagnation problem! Hahaha

:p:p:D

I'm pretty sure that is Carl's real story.