You quite eloquently summed up the C12 "Negotiators' Notepads." :cool:

Actually, ALPA wants you to be totally dependent on them for all your necessary career needs. They are a business, and sell that service to you. Unity is not required, or even wanted to provide such services. ALPA wants your support, not your ideas.

ALPA's broad stroke at true relevance will be when ALPA membership means a secure career.

Step one would be to require ALPA membership in mainline contracts, from top to bottom (meaning flying, even outsourced, would require ALPA membership)

OK. Did you guys get any back pay?

Scoop :confused:

A national union requires a national seniority list, and that's a non-starter. Without that, ALPA will spend the majority of its time protecting you from other pilots rather than management. It effectively makes them useless for anything other than government affairs, something that would be better handled by a professional society that is not marred by union politics.

I hope some of you are watching the new Tonight Show.

Jimmy Fallon's first night, back in NYC. It starts out slow but gets pretty funny later.

That's the problem, right there.

ALPA should have protected the CAL guys when they went on strike in 1983, and the Eastern guys when Lorenzo bought them, and on and on. A true National List would have put them at another ALPA Carrier, and not as a new hire starting over at the bottom.

We should have a National list, and a National Contract specifying our pay, work rules and benefits, instead of constantly undercutting each other.

Pilots have always been their own worst enemies, hoping they can pick up some new flying, at the expense of whom ever was out on strike and doing that flying, while trying to get a better contract. :rolleyes:

dalad:

Actually, it was the 1983 DAL BOD that elevated mo-Ron. Grinstine didn't get here till after the Western merger, '86-'87-ish.

I blame the BOD...

Watching and taping it. Seems like he will do a good job.

I don't know if Mo'Ron was being groomed in 1983, but I do know when I was hired in 1985, Dave Garrett was the CEO and Delta had NEVER, in their entire history, lost money for a single quarter, let alone a whole year.

Mo'Ron was made CEO to replace Dave Garrett, picked over Hollis Harris in about Sept. of 1987. At the time, the word was the BOD thought Hollis was "Too Old". Mo'Ron bought Pan Am going into a recession and Gulf War 1, in 1991, and Delta started losing $3 Million a month, flying empty A300's from JFK to Europe. When I talked to some Pan Am guys on a layover, they couldn't believe Ron paid $400 Million for the transatlantic routes that put Pan Am into bankruptcy. They said the real money was in their South American routes, which Mo'Ron didn't buy.

That's why Dave Garrett has his name is painted on the side of one of our 777's, while Ron's name is painted inside the #3 urinal in the ATL Pilot lounge, and Grinstien's name in painted inside the #5 commode. ;)

Hollis left shortly thereafter for CAL and then later, to World. From listening to both of them speak to us new hires, I really wish the Board had picked Hollis over Mo'Ron. Hollis was smart about the business and liked pilots. Ron was an idiot and he HATED pilots!

Grinstien came to us from Western in 1987, but nobody had ever heard from him until he was made head of the BOD. How that idiot ended up as the head of the BOD is beyond me! But he is the jackass who picked Leo Mullen to be our new CEO. Leo The CEO hired Fred Reid from Lufthansa, and the two of them ordered over 500 "Self Financing" RJ's, and the race was on.

Remember Jerry's Simpli Fares? I think it was his plan to put DAL into Bankruptcy as quickly as possible, sell tickets at half price, make up the difference in volume. Problem was, our break even load factor was 66%. When you cut prices 50%, you can't sell enough tickets to get 132% load factor, no airplane holds 132%. :rolleyes: