Any "Latest & Greatest" about Delta?
07-05-2013 | 03:45 PM
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Joined: Jun 2008
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From: Retired, again...
Personally, I've started to become a big fan of banking our sick time.
I've heard that's how NWA pilots had it set up. It'd be nice to have the set aside just in case you ever needed it.
I'm willing to bet sick calls would go down dramatically as well. Why should guys who abuse the system be the only ones who benefit from it? I am not a use it or lose it type of guy, if I'm sick, I'm sick I could careless what the policy is at that point. While I may disagree with the use it or lose it mentality, I certainly understand why some people take that perspective.
I've heard that's how NWA pilots had it set up. It'd be nice to have the set aside just in case you ever needed it.
I'm willing to bet sick calls would go down dramatically as well. Why should guys who abuse the system be the only ones who benefit from it? I am not a use it or lose it type of guy, if I'm sick, I'm sick I could careless what the policy is at that point. While I may disagree with the use it or lose it mentality, I certainly understand why some people take that perspective.
I'm a big believer in the sick bank. Talk to some FDX guys about it if you have time. Many of us had, or will have at least one major event in our careers where it was life saving.
In my case a major flight from my second story home-roofing-repair, coupled with my inability to actually fly resulted in 6 months of rehab.......saved sick bank took care of it all at full pay for whatever line I bid......we had an 800 credit hour max bank at that time, but it has changed a bit since then......food for thought for the next super secret crew survey.
Regards,
BG
07-05-2013 | 03:55 PM
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I am not bragging about anything. It is just Jack Bauer highlighted this item as if it was a lie. Instead, it was delivered exactly as promised. If you have a contract then it restricts management from taking stuff away on their own. It also prevents them from giving you something on their own.
Ahhh memories from the recent past. Just your union presenting the facts, not selling or spinning and no holes for the company to exploit...Just present and let the membership decide based upon the merit of the TA as it rests on it's own strengths and weaknesses
07-05-2013 | 04:28 PM
Lifelong commuter
Joined: Aug 2011
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What, in your opinion, are the aircraft that are now staying if a few of the 900s are growth? Honest question, no flaming intended.
......and now we go full circle. First the claim is made that the re-fleeting was going to happen anyway and therefore it means nothing and now we have the claim that the re-fleeting was completely dependent upon us and:
1. We sold out the next generation of pilots
2. We set too low a price for the sellout
Our total compensation went up over $1 billion over 3.5 years. Just to compare that increase alone is probably worth about 15 years of the entire Compass contract, so if you are talking about selling out cheap, then look in the mirror. Surely if tough guys like you would all quit en masse then the RJ problem would dissolve immediately. So when are you sending your resignation letter in? Or are you going to continue to sell out the profession?
Since the TA Delta has announced the retirement of over 220 RJ's and have purchased 40 new ones. They are adding 88 growth 717's and now it seems as if some of the 737-900's will be growth rather than replacement aircraft. There is much talk of another 30 narrow bodies in the near future.
The SWA pilots have averaged less than 1.5% raises per year over the last 5 years, so I am not sure you should point out their praises. They are working as hard as they can to steal the Captain jobs from the AirTran pilots so I am not sure how they set the example for the next generation of pilots.
People like you are just hyperfocused on one aspect of the contract, RJ's above 50 seats and judge the entire world on that one aspect. Luckily, the majority of Delta pilots disagreed with your view of the world through a soda straw.
Looking forward to hearing of your resignation so you can show us how to take a stand for the profession.
1. We sold out the next generation of pilots
2. We set too low a price for the sellout
Our total compensation went up over $1 billion over 3.5 years. Just to compare that increase alone is probably worth about 15 years of the entire Compass contract, so if you are talking about selling out cheap, then look in the mirror. Surely if tough guys like you would all quit en masse then the RJ problem would dissolve immediately. So when are you sending your resignation letter in? Or are you going to continue to sell out the profession?
Since the TA Delta has announced the retirement of over 220 RJ's and have purchased 40 new ones. They are adding 88 growth 717's and now it seems as if some of the 737-900's will be growth rather than replacement aircraft. There is much talk of another 30 narrow bodies in the near future.
The SWA pilots have averaged less than 1.5% raises per year over the last 5 years, so I am not sure you should point out their praises. They are working as hard as they can to steal the Captain jobs from the AirTran pilots so I am not sure how they set the example for the next generation of pilots.
People like you are just hyperfocused on one aspect of the contract, RJ's above 50 seats and judge the entire world on that one aspect. Luckily, the majority of Delta pilots disagreed with your view of the world through a soda straw.
Looking forward to hearing of your resignation so you can show us how to take a stand for the profession.
07-05-2013 | 04:53 PM
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From: A-320/A
You are also trying to expand the argument beyond what it was. The question was raised that when the MEC Chairman said last year that there would be upgrades for First Officers was that a lie or did it come true. The answer is it came true.
So now you want to bring in some argument about what happened from 2008 on after a massive worldwide recession and the large increase in oil prices. That is a completely different argument and centers around macroeconomic factors. Airline ticket prices have been accelerating above the rate of inflation as the carriers are now charging enough to make a profit when oil prices stay this high. If you raise the price of a commodity, less people can buy it, that is simple economics. Couple that with a loss of discretionary income from a large recession and it's clear that the decline in air travel since 2008 had nothing to do with our 2012 contract.
Back to the central question. Did the aftermath of C2012 increase the share of domestic flying at mainline and decrease the share at DCI? Yes. Is that trend continuing and accelerating? Yes. Have hundreds of pilots upgraded following C2012? Yes.
So the comments made by the MEC Chairman have come true exactly as written. What happened since 2008, four years before that contact, is a completely different topic. Many things in this industry are far beyond the control of the union or even management. The question is what factors can you control and are they successful. There can be little doubt that C2012 will accelerate the trend of transferring flying back to mainline.
So now you want to bring in some argument about what happened from 2008 on after a massive worldwide recession and the large increase in oil prices. That is a completely different argument and centers around macroeconomic factors. Airline ticket prices have been accelerating above the rate of inflation as the carriers are now charging enough to make a profit when oil prices stay this high. If you raise the price of a commodity, less people can buy it, that is simple economics. Couple that with a loss of discretionary income from a large recession and it's clear that the decline in air travel since 2008 had nothing to do with our 2012 contract.
Back to the central question. Did the aftermath of C2012 increase the share of domestic flying at mainline and decrease the share at DCI? Yes. Is that trend continuing and accelerating? Yes. Have hundreds of pilots upgraded following C2012? Yes.
So the comments made by the MEC Chairman have come true exactly as written. What happened since 2008, four years before that contact, is a completely different topic. Many things in this industry are far beyond the control of the union or even management. The question is what factors can you control and are they successful. There can be little doubt that C2012 will accelerate the trend of transferring flying back to mainline.
07-05-2013 | 05:47 PM
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From: B757/767
07-05-2013 | 06:14 PM
Back on TDY
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From: 747-400 Captain
07-05-2013 | 06:51 PM
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From: B757/767
07-05-2013 | 07:58 PM
Gets Weekends Off
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(right over his head).
07-05-2013 | 09:16 PM
On Reserve
Joined: Apr 2010
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From: B737 FO
May I suggest a compromise...Each pilot gets an allotment per year just like now, but a certain number of hours (say 75-100) expire each year, the rest can roll over if not used. Guys and gals can call in for a cold or flu using the expiring hours and save the others for longer term illnesses. Thoughts?
07-05-2013 | 09:32 PM
veut gagner à la loterie
Joined: Apr 2008
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From: Light Chop
From 2009:
To:
J29, what happened? Was it that P2P camping trip?
Slow,
While I respect your insights and opinions, you've GOT TO stop using this line as a defense of Moak's and the MEC's scope stance. I agree they have done an outstanding job with the merger, SLI, etc, but the ONLY reason we have seen a "substantial" decrease in RJ flying is the economics of the 50 seater. If it were economically feasible and/or advantageous to the company for some other reason (stick it to labor during section 6 maybe) then every single one of those parked RJ's could come back.
We need to take our very next opportunity to cinch up the RJ limits while they are down. It wouldn't cost the company anything (other than future flexibility) to agree to cap RJ's at their current number - don't have that number readily available - as opposed to the number our scope allows.
Oh yeah, and once and for all maybe they could communicate their stance on scope, so we could all sleep a little better at night. I'm still not convinced that a deal won't be reached to allow CPZ or RAH 190/195's for a "short time" to bridge the gap to our "100 seaters." I would love to hear something official regarding our stance along the lines of NOT ONE MORE SEAT, NOT ONE MORE POUND, NOR ONE MORE AIRFRAME OVER THE CURRENT LIMITS. This may be our stance (and absolutely should be), but we'd never know since it hasn't been communicated. With your insight to the workings/stances of the MEC, can you make me/us feel better about this?
It's not real comfortable with the threat coming from both sides (NB and WB's.)
While I respect your insights and opinions, you've GOT TO stop using this line as a defense of Moak's and the MEC's scope stance. I agree they have done an outstanding job with the merger, SLI, etc, but the ONLY reason we have seen a "substantial" decrease in RJ flying is the economics of the 50 seater. If it were economically feasible and/or advantageous to the company for some other reason (stick it to labor during section 6 maybe) then every single one of those parked RJ's could come back.
We need to take our very next opportunity to cinch up the RJ limits while they are down. It wouldn't cost the company anything (other than future flexibility) to agree to cap RJ's at their current number - don't have that number readily available - as opposed to the number our scope allows.
Oh yeah, and once and for all maybe they could communicate their stance on scope, so we could all sleep a little better at night. I'm still not convinced that a deal won't be reached to allow CPZ or RAH 190/195's for a "short time" to bridge the gap to our "100 seaters." I would love to hear something official regarding our stance along the lines of NOT ONE MORE SEAT, NOT ONE MORE POUND, NOR ONE MORE AIRFRAME OVER THE CURRENT LIMITS. This may be our stance (and absolutely should be), but we'd never know since it hasn't been communicated. With your insight to the workings/stances of the MEC, can you make me/us feel better about this?
It's not real comfortable with the threat coming from both sides (NB and WB's.)
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