No I do not, why then for the rush?

 

I haven't either, but someone will chime in and say its the 717's that we are getting. Other than that we got hoodwinked!

 

Short calls would be based on 23.S.2.c.2.a

31 - 7 vac - 2 CQ = 22 . . . 19-23 is 4 short calls

X Days based on 12.N.2.a
31 day month ALV less than 74:59
31 - 7 vacation days = 24
31 day month chart with 24-25 days = 11 X Days

24 days to bid - 11 X-Days = 13 days of reserve

13 Days of Reserve, 2 Days "on-call" removed for CQ

11 Days On Call for December

(CVG/MSP/NYC all get the 20% "extra X Day", so 10 Days on call for them)


Old PWA, the CQ days were prorated for the month before determining your place on the X-Day chart, so you stayed higher on the tables for days of work and short calls.

New PWA, CQ days are removed from your scheduled on-call days AFTER any pro-ration, and then once your month is done and CQ removed, THEN you count the days to determine Short Call max.

 

Random technical question of the day.....Anyone iphone users out there know if its possible to integrate your delta email account with the iPhone email app?

 

Great point.

Yeah, if you thought the B717's were coming anyway, you got hoodwinked. Even though management told you that they were contingent on a deal, and that they had a plan B. Even though Allegiant signed a contract for about 1/3 the number of small narrowbody aircraft just weeks after ours passed. Hoodwinked! Management had a real world deadline to get started.

If you thought RJ50's were just going away on their own and DCI would get way smaller, even though ownership costs and lease obligations stretched into next decade, then you were hoodwinked. You were told that management had a plan B, and that they'd make the smartest financial decisions for the company, not for Delta pilots. And they had a real world deadline to get started.

But here in the real world, getting B717's, ensuring more Delta pax are flown by Delta pilots, and increasing pilot pay 12.84% on the amendable date and a bunch of other improvements were the reason that this was the right deal at the right time.

Of course if some of the keyboard commandos were in charge we could use all those other successful methodologies from the other airlines. I mean SWA...they got 0% this year and are still $40 per hour less than our C2K rate and have never beeen through bankruptcy. UPS and FDX are beneath those rates too. It's soooo simple that UAL/CAL have a deal that just smokes ours... Of course we could use the examples of where some of our favorite DL warriors come from...PCL? XJet?

So thanks for bringing up the reality, Sinca. Hoodwinked!

 

So what I hear you saying is that without this contract:

1. We would not get 717s.
2. 50 seaters would stick around forever.

please answer yes/or no.

 

Is Hoodwinked the word of the day?

 

I never thought that there would be immediate hiring as a result of C2012. The increase in staffing was mostly contingent on Delta getting the B717s. That wasn't ever going to happen overnight and it is pure speculation that it would have happened without C2012. Once the contract for the 717s was signed it would take time to bring them on the property.

Staffing for next summer I believe was based on a block hour plan that didn't include the addition of the 717 fleet.

Didn't the last T&G also outline a timeline for increased staffing requirements as a result of C2012? I think it did.

We can all speculate what would have happened absent C2012, but I don't see a plausible scenario where you would have seen growth and upward mobility without C2012 anytime in the near future.

With C2012 the company plans to increase the mainline to 796 airframes in the next 3 years. That's growth, not stagnation and I very much doubt you would have seen a mainline fleet of 796 airframes in 2015 without C2012.

(edit) just changed TA to C2012, because it isn't a TA anymore.

 

I believe what I typed was pretty clear...you don't have to "hear" anything.

1. We would not have gotten the B717's. Management had a plan B.
2. A significant percentage of the 50 seaters would have remained in the fleet (and not forever...sheesh). Management had a plan B.

 

I enjoy your thoughts most of the time Clamp, but it is disappointing when comments are based on truthiness and not fact.

Can you show me where "we gave up improvements"? Were you at the table? How can you be confident that anything was left on the table?

The biggest difference I saw (and learned) from the early Contract talks were that the Union had surveyed the pilots, were prepared with the items and areas of emphasis that the pilots wanted. The NC and the MEC were on the same page, and the union was completely prepared for negotiations.

The other big factor in an "early" deal was that the Company sent people with the authority to actually make yes and no decisions. Essentially both parties "skipped" the first 14-19 months and jumped right to the end game. None of the middle management minions who can't say yes to anything and end up taking every offer "back to the manager". There were VP level leaders at the table from Day 1, the people who had the real authority to say "yes" to proposals.

Take some time and get in touch with some (at least one) of the NC members, it is really eye opening to see how things actually got done...

Not sure it was "rushed", looking at it from another perspective it was more along the lines of "we know what we want, you know what you want, let's cut the cr@p and do this" so we can both get back to work focusing on operating the airline.