You can find post after post about the displacements to the 717.

 

Okay I understand now what you meant. Initially, what I thought you were saying is something to the effect of "that flying is beneath me." Getting displaced stinks.

 

Ditto... very strange wording choice on his part.

 

There will always be complaints about displacements (actual or potential) because they are almost always involuntary, otherwise they wouldn't be displacements. There's also complaints about displacements from the 757 to the 737, yet no one is saying we should drive the 737 off the list and let fake ACMI "airlines" low ball eachother for it.

 

Well thank you for pointing me to the bottom of our pay chart. I do see EMB195 and EMB190/CRJ-900. I assumed those were not 76 seat aircraft, but rather 100 seat aircraft.

BTW, SWA is paying for the modifications but reportedly also approximately half of the lease payments.

 

I've seen what airline unions do.

I'm a keen advocate for a strong national airline union in our common interests like safety, accident investigation, political action, aeromedical, legal, MCF or strike support.

I've also seen airline unions and MECs stab each other in the back, sue each other, cheat each other, take advantage, be uncooperative or predatory.

I'm a keen advocate for a strong Delta MEC to protect ourselves from other unions as much as from management and groups of individual pilots.

I don't think Joseph Stiglitz has walked a mile in my shoes or those of my fellow union "brothers" at other airlines. Maybe he can explain why Delta is unwilling to fly 70 or 76 seat RJs on the mainline.

 

Great. Now all you have to do is get Delta to comprehend that. They seem to be unwilling to let those senior 767ER Captains fly a 70 or 76 seat RJ if they want to. I'm sure I'm missing something, haha.

 

never mind

 

Has anyone had any luck with an IQ usb drive working on a window emulator? (Parallels)

 

UGBSM,

The part you are missing is unity.

First, there is competition for Delta flying beacuse we permit it. If we did not permit it, we would not have to defend ourselves from other unions and other pilot groups who do try to secure our work away from us.

Second, our bargaining leverage is based on unity. The more of the Company's productive capacity you control, the more power you have and the more you can achieve in negotiations (and ultimately in self help). If you and I make a demand, the CPO would tell us "no" and that would be the end of the request. If ALPA speaking on behalf of all 12,000 Delta pilots has an issue, the request will be addressed. You can draw a line between those two examples and illustrate the power of unity.

Again, the question you should be asking is "what can I gain from unity?" As we have discussed, scope improvements are a leading indicator for better contractual results and scope concessions lead to pay concessions. Just think back through the history you have experienced and you can see easily how this has played out. We merge with NWA, unify our pilots and our contract improves. We have scope concessions to grow DCI in 2001 & these scope concessions are followed by pay concessions. There is a lot that happens in between, but the relationship has remained a constant.

I expect Slowplay to come along and remind us that my example is a gross oversimplification and he is right. Delta will reach across the brand into other operations (ie our Joint Ventures) and ALPA has been remarkably adept at negotiating some of the best scope going to protect us. What I particularly like about the JV language is that it is inclusive; meaning, that if the Company dreams up some new operation we automatically have our share of that new flying. In other words, they drew the circle large and defined Delta's role as broadly as they could.