That attitude isn't going to work this time around. We've been an ATM for the company through this decade. They are going to have to make a deposit come negotiations...

You mean until the 787 actually flies, in about 10 years or so? ;)

Read Sailingfun's post for the facts.

Somebody blew you a line of smoke. There was nobody from the 4th floor around when the deal was finally done. Retired Captain Dean Bloom was the initial Flight Ops rep for the negotiations, but he was removed and not replaced during the 3-man panel process. The deal that included scope changes came about the last week of negotiations in New York. Kolshak and Pheasant flew up for that last week, and after 2 days of Kolshak's obstructionism were removed from the process by Grinstein. When the deal was done the only management participants were Finance and 2 lawyers. The 76 seat change was the last item finalized, and for the reasons that Sailingfun alluded to and I've described before the line got moved.

As I've also said, the process was heavily weighted toward the debtor in bankruptcy, but ALPA introduced enough doubt that management thought LOA 51 was the more constructive long term path. They actually wanted to run an airline post bankruptcy.

"There was nobody from the 4th floor around when the deal was finally done."

He was not in a pilot 4th floor position and he wasn't directly in the talks. Just one of those guys who works up the numbers, to present to the guys who negotiated against us.

For some reason I thought you came from PCL and hired on here in 2007. Am I mistaken?

The first part of your post isn't exactly true. From 2001-2004 Delta pilots received substantial payraises. 11/11/04 saw LOA 46 and the first real concessions (save PRP's). LOA 50 occured in bankruptcy and was the final pay reduction (12/14/05). Since then there has been slow but steady progress made on restoration. Also, anyone that took those large concessions divvied up $2 billion in Claim and Notes, and the pilot group got 49 million shares of Delta for the merger, plus about 18% in compensation restoration over the 4 years of the deal. And as far as the ATM comment, the folks really taken to the cleaners were the shareowners and unsecured debt holders.

I agree that there will be substantial improvements in our contract over time. I'd prefer not to wait until 2012, but take every opportunity to add value prior to that point.

I've been here a lot longer than 2007, and I'm thru bending over. Really tired of giving at the office. I'm making $3/hr less flying left seat on the MD88 than my dad did (in the same airplane, mind you) in 1989.

If any RJ flying is to be done at mainline, which I pray it will be, it shouldn't come at the expense of what little we have left.

J
shareowner and unsecured debt holder

What they put out at the road show today was they would demo term 3, and build a connector from 2 to 4 which would also include Customs and immigration. Its a multi year plan and could all be scrapped if we can convince AA to let us take their terminal.

Just a deposit? ;)

That is it in a nut shell. I am impressed that they admitted the AA option. There are two others as well, but far more costly than these two.

Fact is AMR is not moving too much, and they are really close to securing the bonds for the JFK deal.

[quote=slowplay;675812]For some reason I thought you came from PCL and hired on here in 2007. Am I mistaken?

The first part of your post isn't exactly true. From 2001-2004 Delta pilots received substantial payraises.

Except for the 1000+ guys that took a 100% paycut.

I can understand that furloughs were unavoidable at that time but what I never understood was the greenslip situation during this time. If memory serves, we tried a no greenslip policy and got slammed because it was a change to the "status-quo." Well when greenslips were reduced to 150% pay, only over the trigger - there was no status-quo. Ancient history - but why did we not try a no greenslip policy at that time? :confused:

Scoop