Agree. You fix the problem by requiring a first class seat for all deadheads. Believe it or not, United once had this. We fix the problem by requiring less manning.

No I am not. But I have always been amused by the guys obsessed over job numbers. We have min staffing numbers in the contract anyway, and since premium pay flying is actually a factor that triggers the staffing requirements (i.e. the more GS, the more pilots required, which will eventually lessen the numbers of GS, so it all balances out in the very long run). But where does it end? Why don't we augment for > 7 hours of flying, or > 6? Why don't we go back to a hard cap, and make it 60 hours, and call anyone flying 61 a wannabe scab?

"This week's crisis is next week's footnote." I've been around for awhile, and most agreements eventually reach between us and the company usually end up fairly positive, with some exceptions (C96, BK LOA 46, which was necessary, and post-BK LOA 51 which was not). ALL TAs that I have ever seen have been accompanied by the almost guaranteed complaints and gnashing of teeth.

Meanwhile we have better pay and work rules than any other legacy carrier, and are trying to do even better. DALPA must have done something right in the past few years, though you would never know it reading some guys.

I'm at least "troubled" by the CDOs. I DO think this should go to memrat just due to the scope of the agreement. I just don't want to burn the place down until I have heard far more details.

I agree herk that due to the scope of this agreement that memrat should be required. It's a major change.

And also agreed that the most troubling part about it is the CDO inclusion. What they really need to do is release the language of the LOA to the masses. Every snippet that is released that is incomplete creates 15 more questions.

I'm glad you had a chance to respond before going to bed.

I agree with what I bolded.

I had high hopes for Donatelli. I'm trying to be in his corner, but on the surface, I'm not seeing too much WIN in this. It shouldn't be a case of hoping for memrat here. This is a must.

The biggest problem is that we don't have all the info. I like the idea of no acknowledgement and it solves the 10 hour "Dickson" memo issue.

My initial understanding of it is that it is basically going back to laid back long call the we had it before 117 with an additional hour. I've tried several different ways to find a negative in it and haven't been successful.

Segue: So I went to see "Million Dollar Arm" tonight in Newnan, Ga. Much to my surprise there was a full screen ad/promotion for the DPA that ran for the entire audience just before the feature.

Regardless of my overall feelings, this was a bit unseemly to me, and felt like airing dirty laundry in the wrong forum for Delta Air Lines pilots......am I way off base here ?

Regards,
BG

Herkflyer

We have better work rules than United? Interesting did you forget that each time they go over max duty day they get 2 hours extra pay. Uniform reimbursement, dry cleaning, etc. They have many things we don't, take off the blinders before you make such blanket statements. We have almost No soft money in our contract compared to United and others.

This is basically what I thought it would be, minus the CDO's. However I am not against the CDO's... but I don't think people should be forced in to them. In other words, make them lucrative enough where they go senior.

The 5:15 is nice, but if they get CDO's the 30 hour layovers will go down a lot... so the 5:15 vs 4:30 currently won't really come in to play.

The equal pay for reserves is nice and long over due. It matters on green slips.

Pretty disappointing they only got a 13 hour long call leash I was thinking more like 14-15. Guys that commute to reserve will still have a small window where it will be tough. With 14-15 hours commuters stuck on reserve had a little less stress.

Lie-Flat Business Class Seats Coming to Delta Transcontinental Flights | The Points Guy

ERRRR, try again