My dues are my involvement, and I'm plenty involved. If that's not enough they need to let someone else give it a try.

BTW, what was our opener? Seriously, was that released--showing my ignorance as to whether or not that's old news. I'm pretty sure the other side has seen those cards.

 

Let's hope not. Aren't Friday announcements traditionally the 'bad news' variety?

 

Fair enough, I think some is RJ related but there were much larger factors at play IMHO.
I'd like to know how much of the reduction of DAL seniority list related to the parking of all the 3-man aircraft? I don't know how big the "sidesaddle categories" were, and what the main line fleet sizes were, along with overall fleet makeup (did some fleets get parked and not replaced? .....Before my time;-)

Additionally, how much pilot growth happened from market share (and by extension pilot jobs) being siphoned away from legacy airlines during that decade by JB/AT/SW (airlines with the massively under-compensated pilots who often made 25-40% less than at the airlines who managed to maintain higher levels of compensation) until bankrputcy forced a massive backslide.

I think there is a much greater correlation between those factors than by RJ's, but RJ growth did play a role, and we as a group fell for the trade. It was a mistake, and hindsight is 20/20.

I am concerned about the piloting profession as a whole, and I am extremely concerned about the careers of the Delta Pilots, and without a strong profession we won't have very good career prospects.

I am confident that through ALPA our reps and NC are firmly committed to holding the line at 76, and recapturing botom end (amd top end) scope when the opportunity presents itself. Anything else is a non-starter.

It is my personal opinion that the "commuter" industry is probably going to collapse on its own when the 1500 rule, FTDT and hiring by the majors begins in earnest.

I would love to see it all come in house, but I'm MUCH MUCH more concerned about the gulf carrier and the "Norwegian Air Shuttle" type business model screwing up our future, and we are VERY screwed if that model is permitted to proliferate.

 

Talk to anyone that saw the results of the previous one (willing to speak honestly and not hiding behind a political stance) just how much C2012 undershot the survey.

But next time, quality will not be sacrified for expediency, just like this time, right?

 

I wouldn't throw anything out as a negotiator. I'd rather bluff the company out of one of my throwaways in exchange for gettin something that is actually desired by the group. Not tipping my hand on that if possible.

We do agree that getting back toward C2K is the goal, but I think a pre-determined JPWA, followed by an SOT and TOT, followed by an early PWA, coupled with a very short duration; then a couple of scope opportunities, sandwiched with a way to leverage improvements in FTDT, followed by the next round of Sect. 6 has made a LOT of progress in 5-7 years!

Saying "NO" to everything over the last 5-7 years 'felt' realt satisfying but has/had it benefitted AA, LCC, UAL pilots?

I vote for the first method... "Enjoying" the Letter 51 days for an extra 5-6 years while saying no to anything except C2K immediately would have gained us ZERO.

Want in one hand and $&1t in the other and tell me which one fills up first. YMMV

So yes, we disagree on how to get results and improvements.

 

That would be an opinion in bold. The reps and negotiators I've spoken with do not share your sentiment.

Like many of my peers, I'm confident my WANT list is way beyond my reasonable expectation list... Logic dictates that you don't want to undershoot the available leverage, that is the measure of acceptability in my opinion. By a 19-5 margin (21-5 if you wanted to count the MEM reps who had lost their LEC less than a month before the TA), it was determined by the MEC that the leverage had been used to the limit, and that it was up to the pilots to then take the information and decide whether it was acceptable.

I think that more restoration is likely and will happen more quickly when the Company is consistently profitable and we don't have so many of our peers dragging the wages down.

 

If that is what you told him, you need to go back and correct this misinformation. Delta had UNLIMITED 70 seaters in 1990. Unlimited. And the line stayed at 70 until bankruptcy, where it went to 76. So, in reality, our scope section on 70 seaters is much TIGHTER than it was 20 years ago, and the line has only moved 6 seats in 23 years. At that rate, the regionals might see 100 seaters in another 100 years...

And for the naysayers, I'm willing to put my money where my mouth is. I'll bet anyone $100 (payable to the Delta Pilots Charitable Fund) that DALPA won't permit anything bigger than 76 in the next contract. Any takers?

 

GIDDY UP!!!

There is a light~~~

 

And let's feed with our metal, not "theirs!"

 

Wasn't there some discontinued service also?