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Originally Posted by LeineLodge
(Post 1396644)
It's all a balancing act, but I'm generally in favor of ideas that provide better QOL (in seniority order) while increasing pay wherever possible. FWIW FTB will soon be senior to me in our category. I'm still for more seniority on reserve. If its my turn to take the less desirable trip or fly the weekends, then that should be FTBs "good deal" for being senior to me. But relative to a single week of vacation, per week, the benefits should be the same. IOW, the same number of extra days off and the same hourly credit in terms of number of hours credit per week for all pilots. Its rediculous that the net effect of "senior" vacation can be a week or two long (a month or more with some of the touch drop fantasies some are advocating) while a week of "junior" vacation nets 3 or maybe 4 additional days off. A single week of vacation should net the same number of additional days off regardless of seniority. We need better vacation for all pilots, not more vacation for some pilots. |
Note for customers concerned about sequestration from today's Q&A ... avoid small RJ's which will be the first flights cancelled as sequestration delays effect hubs. Business re-booked on mainline. Mainline completion factor... 100%
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Originally Posted by Bucking Bar
(Post 1396659)
Note for customers concerned about sequestration from today's Q&A ... avoid small RJ's which will be the first flights cancelled as sequestration delays effect hubs. Business re-booked on mainline. Mainline completion factor... 100%
However, this isn't about any reality relating to anything in the real world. This is political grandstanding to "make it hurt" to cause pain because someone dared to slightly trim the rate of growth of the machine and that is simply not allowed. No anti-RJ action will be taken by the company as a result of this shameful display because of the timeline required to impliment it would place us in a different political reality anyway. They will park whatever RJ's they want, at whatever speed they want to park them, and we will go to market with the fleet that we have. |
Q&A on growth. Margin expansion can come through alliances and current growth using our current fleet and modest changes in capacity.
Ed Bastian then interrupted and said that there would be "occasional growth" but at less than G.D.P. growth rates (very modest). Future fleet / capital deployment will be discussed in May. Sounds like May will be a good month news wise (and thus around here on APC). |
Originally Posted by gloopy
(Post 1396641)
Lolwhat?....
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Originally Posted by PinnacleFO
(Post 1396676)
For what it's worth, before all of this happened, pinnacle used to be the best. Under the nwa system pinnacle went 100 cf all the time.
At least at ASA our management was realistic. Former DAL and former Regional Airline President of the year Skip Barnette explained to me that "ASA does not want to be the best, that would cost money. We just don't want to be embarrassing." The distressing thing, from an airline labor standpoint, was hearing management crow about the Pinnacle deal and the restructuring of costs on the regional side of our business. Pinnacle will not only put pressure on other subcontractors, but since we (our union) allow them to negotiate directly with Delta management, they put pressure on our own small jet operations. Their Next Gen jets probably have better numbers than most of our narrow body fleet on a CASM & per departure numbers while also enjoying the advantage of a more flexible platform. Don't get me wrong, our MEC did an overall good job with C2012. I truly suspect there was a quid pro quo arrangement as we really went out of our way to keep the Delta MEC out of the Pinnacle negotiations in an effort to make outsourcing more profitable. Tactically smart, maybe, but I remain very concerned about our strategic direction. Now we have Pinnacle sitting at the table with Delta management and there is no reason why other carriers can't pull up a chair as well if we accept that pilots are simply subcontractors. We are Delta pilots. Not vendors. |
I could careless that this story will probably not get picked up and go nationwide, but nice to see stories like this.
Delta Airlines Goes Above and Beyond for Boy |
Originally Posted by Doug Masters
(Post 1396532)
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Originally Posted by Sink r8
(Post 1396502)
We're all first to go, in that lower bucket, with our shirts ironed, our bags neatly organized, and our lunchboxes packed. We anxiously check every day, but alas, we are not needed. We're like children lining up for schoolbuses that have been hijacked M-F by a bunch of prostitutes. We don't know what they need our buses for, and we're not allowed to ask. We just get shooed back inside every morning.
That's some beautiful prose, man. Brings a tear to my eye. Hijacked by prostitutes lol... this is right up there with High Flight IMO. |
Originally Posted by Herkflyr
(Post 1396642)
I'm with you. From the text of these resolutions (and I was not at the meeting) this seems like nothing but whining from a bunch of very set in their ways sorts.
1. The reserve resolution was to completely eliminate all RAW and all buckets, making reserve which is currently a sort of good deal for the senior guys (depending on category, time of year, etc) even more of a good deal. I'm supposed to want the negotiators to waste valuable negotiating capital on that? 2. The 767 resolution to have a domesti-only "sub-group" in the soon combined ATL 7ER category. There is no way the company, after having spent years slowly drawing down the domestic-only 767 categories, is going to recreate a "domestic-lite" version of the same within the 7ER category. Why would they? I flew in the domestic category for several years, and have flown in the ATL 7ER category for several as well. NO WHERE at the airline are guys more set in their ways, unwilling to embrace anything new, etc., than in the ATL senior domestic categories (think ATL 767 and the senior half of the 73N). These guys love to fly domestic and are upset that they will have to fly two TOEs (and that's it) and MIGHT be rerouted into international flying during irregular ops (the odds of that are very slim by the way). So what. The world changes. We don't fly 727s any more and we don't have flight engineers any more. In a similar vein we soon won't have any more dedicated domestic 767 categories. So what. Do your two TOEs, nod your head when the LCA is telling you all sorts of oceanic stuff, enjoy a couple of tasty European brews or South American steaks, then ram dump it all and go right back to the domestic flying that you always liked (and that I like). There are pros and cons both from a company and pilot standpoint to keeping separate categories, and there are pros and cons to combining them. The company has elected to go with a philosophy of combining them. Accept it and move on. I had hoped that we would be flying 757s for decades to come. But Boeing has decided not to build those airplanes any more, and the 737-900 (and maybe the A321) is the future plane for many routes the 757 currently flies that I enjoy flying. While I don't like it, I have accepted it. As I get old (er) I have accepted that if I want to be a captain at DAL and fly transcons and caribbean turns, etc, then it won't be in a 757 for much longer, much as I wish it would be. I feel that this resolution would represent a waste of time and negotiating capital. Fire away. |
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