Any "Latest & Greatest" about Delta?
12-12-2013 | 04:33 AM
Gets Weekends Off
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She made that statement to the MEC. The powerpoint had something almost the same. The NMB has in practice applied that exact definition in dealing with airlines. She mentioned in her chat with the MEC icing American as a example. The power point and her discussion also made it clear that if she had to get involved we were looking at 3 years minimum because of their backlog.
12-12-2013 | 04:42 AM
Can't abide NAI
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Although Leo Mullin was an idiot who's negligence nearly killed Delta, I will agree with his general point that big airplanes should pay much more than they do ... unfortunately ... the converse is also true ... there should not be as many 50 seat Captains making $120,000 to $150,000 a year.
It has long been my point that if you distribute pay along a productivity curve it would make sense to redistribute pay upwards from the RJ's; if the RJ's were captured at mainline. But, as separate entities with nontransferable longevity they negotiate the most they can get.
Consider that more than a handful of Delta pilots took a $100,000 a year pay cut to start over here. IMHO capturing that flying even at reduced rates is preferable to the loss of a pilot's longevity mid career.
It has long been my point that if you distribute pay along a productivity curve it would make sense to redistribute pay upwards from the RJ's; if the RJ's were captured at mainline. But, as separate entities with nontransferable longevity they negotiate the most they can get.
Consider that more than a handful of Delta pilots took a $100,000 a year pay cut to start over here. IMHO capturing that flying even at reduced rates is preferable to the loss of a pilot's longevity mid career.
12-12-2013 | 04:47 AM
veut gagner à la loterie
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From: Light Chop
12-12-2013 | 04:47 AM
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Another factor is training costs. They run about 10 percent of pilot costs at Delta. SW also has training costs but far less. Assuming SW is about 2 percent of their pilot costs then 8 percent of our cost disadvantage over SW is driven by management fleet choices.
12-12-2013 | 04:47 AM
Can't abide NAI
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Its being mandated by the airport authority. Its 5 to 6 minutes on the train to Federal station. You save time by the shorter drive distance in the van. In traffic it might in fact be faster. If however you come into terminal 2 where there is no train stop it becomes a real issue. Terminal 4 its not even a real inconvenience.
The Hotels were pushing for this change for years. As a junior reserve guy getting DH to NY a lot; the transportation never showed up. I used to take the train to Federal Station because that was the only way to get reliably picked up without a 30 to 45 minute wait for "he'll be right there." Talking to the drivers, they basically wanted to refuse driving to the airport because of the traffic/inconvenience/time away from the coffee and paper at the hotel.
12-12-2013 | 04:52 AM
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What do we do from Terminal #2? Hoof it? Or, bus to #4?
The Hotels were pushing for this change for years. As a junior reserve guy the transportation never showed up. I used to take the train to Federal Station because that was the only way to get reliably picked up without a 30 to 45 minute wait for "he'll be right there." Talking to the drivers, they basically wanted to refuse driving to the airport because of the traffic/inconvenience/time away from the coffee and paper at the hotel.
The Hotels were pushing for this change for years. As a junior reserve guy the transportation never showed up. I used to take the train to Federal Station because that was the only way to get reliably picked up without a 30 to 45 minute wait for "he'll be right there." Talking to the drivers, they basically wanted to refuse driving to the airport because of the traffic/inconvenience/time away from the coffee and paper at the hotel.
12-12-2013 | 05:00 AM
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I know I have read that some long 2 pilot domestic transcon turns are not possible under part 117 due to departure times, etc., but what if they were augmented? I appears a 3 man crew could fly up to 13 hours if they took off in the correct duty window. I know airlines do this for long Latin America turns, why not domestically?
At Delta our contract prohibits this practice unless a rest seat meeting minimum contractual standards is installed. The cost to put that type of seat into the entire A320, 737 fleet has kept Delta from making the switch. Instead Delta chooses to double crew those flights. One crew flies and the other DH's. We are the only airline doing that. Everyone else puts the relief guy in a passenger seat. Some airlines use coach others first class.
12-12-2013 | 05:02 AM
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Sailingfun's data is only block hours.
It doesn't count credit time, vacation time, sick leave, training, or green slip pay, all of which are built into the 87 number.
If the typical guy has 5 hrs of credit a month, 120 hours of sick leave annually, 100 hours of vacation time annually, 10 hours of CQ annually and 80 hours of initial training every few years, that adds up to 25+ hours/month on average. Throw in a couple of green slips per year, and you're there.
It doesn't count credit time, vacation time, sick leave, training, or green slip pay, all of which are built into the 87 number.
If the typical guy has 5 hrs of credit a month, 120 hours of sick leave annually, 100 hours of vacation time annually, 10 hours of CQ annually and 80 hours of initial training every few years, that adds up to 25+ hours/month on average. Throw in a couple of green slips per year, and you're there.
The folks at MIT may be smart but their just looking at raw numbers and without data on which flight are crewed above 2 pilots (which I don't believe is reported anywhere)., the data is flawed. As I recall the formula used is (block hours flown) X (2 pilots) / total pilots. Delta does break down pilots by aircraft type so it the math could be done by fleet.
12-12-2013 | 05:48 AM
Gets Weekends Off
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From: 1 step fwd 2 steps back
This whole extending a REG pilot at the end of his rotation is complete bull. Extending a pilot to pick up extra legs on his last day should pay green slip pay at the very least. This whole REG line pilot being used as a hot reserve is a big ol' pile of malarkey. I get the occasional reroute mid trip or delays outside the company's control, but the extra legs added on is extremely jive turkey.
We were back at base about 17 hrs past scheduled release. They could have got us back to base that night, but being a weekend staffed with no RES, we got the short end of the stick!
I hate losing a day off!!
12-12-2013 | 05:48 AM
Doing Nothing
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