They need the same procedures not the same representation. It is that simple. In Europe there are multiple unions that represent the same group.

I am sure that for ease of scheduling it will/ would be easier to have NWA FA's work on our jets. I am sure that their contract prevents DAL FA's working on theirs.
If it went down the way you stated, they would have to open a domicile in each domicile of the other carrier. It will get very complicated to keep pre merger FA's on pre merger aircraft with out a base realignment.

There is nothing stopping DAL from putting NWA FA's on our jets past SOC, where as the NWA AFA contract more than likely does prevent them from doing this on NWA jets. It is cheaper to not rebase the DAL FA's so they would just use NWA ones.
They are doing this with our gate agents that have no protection currently. A former DAL flight that is being operated by NWA is now serviced by NWA because of the contract their gate agents are under. The NWA gate agents are getting better schedules and in some cases they have had to hire to deal with the added flights. The DAL gate agents with no representation are getting laid off. Some with decades of service. It is all about what is the easiest.
Hence my statement.

I'll betcha the cross pollination will be a 4 to 1 ratio... at least:(

Well, it is what it is, and we agreed to it. Now we get to deal with the good and the bad of the JPWA and the TFA.

Remember if you get bumped off weekends off, the aircraft you want, or the base you live in, we voted for it. Then take that anger, and direct it at yourself and the next contract and take a serious look at it before you give it your rubber stamp.
We always say passengers have short memories. We do to. Look at our feet, not our mouths.

Strong words, but they need to be spoken. I will be one that gets bumped off of all three.

Deltabound:

I respectfully disagree. SouthWest made it's market, initially, by creating demand for travel by offering fares cheap enough to make discretionary travel possible. Google the "southwest effect" for a summary. Delta's market strategy has been to create a network that customers could fly from anywhere to anywhere.

In effect, Southwest takes where you'd want to go if you could get there cheaply. Delta takes you where you NEED to go. If your business builds parts at an Asian factory, Delta can get you from Topeka to Taipei, or Minneapolis to Manilla. While there are other alternatives to driving from Dallas to Houston, there are no alternatives to flying from Atlanta to Narita. Over the past few years we have seen Southwest copy Delta more than the other way around. Southwest is now flying in and out of higher cost airports, like LGA, and has some limited international code share.

Thus in a future economy with high oil prices, I expect Delta to succeed while airlines like SWA fail. It will not be easy, it never is in this business, but overall the airlines remain a growth business as long as our planet's product increases. Airline travel has always correlated with GDP.

It is likely that there will be alternatives found for jet A, particularly at $8 a gallon. Turbine engines are not picky about what they burn and we could very well find ourselves burning some form of bio-Willy. The US military is already moving that direction. If you are Delta bound, you are headed for the right place.

Does DL require you to sign a "hold harmless" agreement in conjunction with the Yellow Fever shot. Thanks

Who voted for it? I didn't!

Also, we voted for a process, not an outcome. Could anyone have predicted that the arbitrators would act in a unprecedented way, crediting future attrition - now? How do you predict unprecedented acts?

After our merger, I see both sides, including F-NWA pilots fighting against subsequent mergers, except for maybe staples with our regional partners to consolidate the brand.

Why don't you take us through the scenario of where either Delta or NWA pilots would have been absent the merger.

Strong words, but they need to be spoken. You would have been one that would have been bumped off of all three absent the merger. In fact, at your juniority, you may (probably) have been looking at unemployment. Same is true with your peer from the Northside. A 20% revenue reduction, with an astounding premium traffic reduction to the Pacific, cargo collapse, and European collapse would have been far more difficult for either carrier as a standalone. There wouldn't have been $2 billion from Amex in the bank. Look at our cash balance minus that. The merger produced that additional protection.

You should "take a serious look at it" before posting what I view as a short sighted post. "We always say passengers have short memories. We do to."

Results matter. Look where your feet are standing, not where you "wish" they would be. My comments here aren't meant to be offensive. I am frustrated by what I view is a revision of history and a shallow treatment of our situation.

Duplicate deleted

Thanks for the explanation. I can see how employees might be disproportionately affected now, i.e. before SOC: Delta uses a NW flight in a new city pair, and has to move in a bunch of protected categories of NWA workers. DAL employees potentially suffer.

However...

Post SOC, there are only Delta jets, right? So the NW FA contract doesn't apply to protecting "their" flying, because there is no longer "NWA" flying. That means their contract either does prevent Delta from employing other F/A's, or it doesn't. It either describes the post-merger flying as "their" flying (hence requiring a merged list), or it doesn't. The AFA either has the leverage to delay SOC, or it doesn't. In our case, the company clearly could not set up a separate group, hence the agreement. But their contract is a different animal. This is why I'm curious to hear from someone who may have a source that is familiar with the NW F/A contract. I know I'm not doing a fantastic job of formulating my question(s), and that's because I haven't fully wrapped my mind around their impact in this process, AND I don't know enough about their contract.

I don't mind if you don't have the answer. But if you or anyone ask someone that actually understands how the AFA contract works (not our pure speculation about said contract) can answer, or ask a good source, I'd be interested in knowing the answer: do the NWA F/A's have contractual leverage that enables them to delay SOC?

Bar,

I can't believe I am getting into this again but....

Do you really think the additional 3-4% the arbitrator gave certain parts of the NWA list would really make a difference in who bids what? And as I look at the bottom 1/4 of the list, it looks like it was a straignt ratio for both sides. Also, if I remember correctly, you guys were worried about NWA guys moving into ATL no matter how the SLI went. Ratio or DOH, NWA guys were going to be chosing a base closer to home, right? :confused:

New K Now