Any "Latest & Greatest" about Delta?
05-27-2014 | 09:41 AM
Gets Weekends Off
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From: LAX ERA
Anyway, had a good conversation with my rep today. Here's a quick synopsis:
Lots more stuff but this is already too long. MEC still very divided philosophically between guys like the CVG chairman who openly stated: 'we don't need MEMRAT because pilots don't have the time or the knowledge capacity to understand this stuff. That's why they hire us' ... and guys who believe just the opposite. No changes to that seen anytime soon
Carl
I was never a forum guy till our strike. Then I became an addict trying to find out what was going on. When we went back to work basically with an MEC vote (no memory rat) you'll recall that the NWA forum exploded. Pages and pages of this same argument. I prefer memrat but I also see the need to sometimes act quickly.
See, indecision IS the key to flexibility��
Ferd
05-27-2014 | 09:43 AM
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Anyway, had a good conversation with my rep today. Here's a quick synopsis:
1. CDO's originated from a special select sub committee of the scheduling committee, not a 4 year old defeated LEC resolution. The subcommittee inserted CDO's into the negotiating wish list. Reps found out about CDO's during their initial meetings to give direction. The reps' direction included strict limitations and provisions to any CDO's. the TA did not include those limits. Reps that were upset about their guidance being ignored were bolstered by a nearly record flood of angry emails and calls. After initially fighting the MEC, the NC went back to the company and made the changes.
2. No mention of a pay no credit lookback between now and November.
3. MEC nearly equally split on need for MEMRAT. interesting that its a philosophical split and not a split along north/south.
4. Acknowledgement that given the volumes of MEC communication, pilots were not communicated with regarding what was being negotiated.
5. The logic as to how CDO's became part of 117 (fatigue regulations) negotiations was because CDO's are covered in FAR 117. This was the open door used by the scheduling subcommittee to insert them into our opening position.
6. Company considered CDO's to be zero cost. Yet when we returned to ask for removal of them, the company gave their removal from the already signed TA to cost $4 million. So the loss of one hour to the long call leash and other stuff was determined by the company to be required to make them whole for their new additional cost of 4 million to remove CDO's that were a zero cost item when negotiations began.
Lots more stuff but this is already too long. MEC still very divided philosophically between guys like the CVG chairman who openly stated: 'we don't need MEMRAT because pilots don't have the time or the knowledge capacity to understand this stuff. That's why they hire us' ... and guys who believe just the opposite. No changes to that seen anytime soon
1. CDO's originated from a special select sub committee of the scheduling committee, not a 4 year old defeated LEC resolution. The subcommittee inserted CDO's into the negotiating wish list. Reps found out about CDO's during their initial meetings to give direction. The reps' direction included strict limitations and provisions to any CDO's. the TA did not include those limits. Reps that were upset about their guidance being ignored were bolstered by a nearly record flood of angry emails and calls. After initially fighting the MEC, the NC went back to the company and made the changes.
2. No mention of a pay no credit lookback between now and November.
3. MEC nearly equally split on need for MEMRAT. interesting that its a philosophical split and not a split along north/south.
4. Acknowledgement that given the volumes of MEC communication, pilots were not communicated with regarding what was being negotiated.
5. The logic as to how CDO's became part of 117 (fatigue regulations) negotiations was because CDO's are covered in FAR 117. This was the open door used by the scheduling subcommittee to insert them into our opening position.
6. Company considered CDO's to be zero cost. Yet when we returned to ask for removal of them, the company gave their removal from the already signed TA to cost $4 million. So the loss of one hour to the long call leash and other stuff was determined by the company to be required to make them whole for their new additional cost of 4 million to remove CDO's that were a zero cost item when negotiations began.
Lots more stuff but this is already too long. MEC still very divided philosophically between guys like the CVG chairman who openly stated: 'we don't need MEMRAT because pilots don't have the time or the knowledge capacity to understand this stuff. That's why they hire us' ... and guys who believe just the opposite. No changes to that seen anytime soon
1) There was little to no pushback from the head table on getting rid of SDPs, but there was lively debate on their merit.
2) The 5:15 lookback was not in the TA, but was mentioned in the implementation brief later on the first day as having been removed by the Company because they did not want to program ADG two different ways.
6) The SDP's were cost-neutral, in that they reduced credit time in the bid package but paid those $$$ back in the guarantee, but not staffing neutral, in that the bid package credit they saved reduced headcount. Taking them out cost no additional dollars but added that headcount back in. Going back from 13 to 12 hours on the long-call leash was the quid for doing that.
As an aside, there will likely always be a price to be paid for going back to amend an agreement once the initial handshake is complete. That is the downside of turning down a TA. That is not to say that we should simply rubberstamp everything our reps do, but we need to recognize that it's not as simple as it might otherwise sound.
The best course of action, IMO, is to have a strong system of communication between us and our reps, and between them and the Negotiating Committee. That way, we stand the best chance of reaching a first TA that is acceptable, and a better understanding of why that TA falls short of our goals, if that is the case. We can then make the most educated decision possible when we cast our votes.
05-27-2014 | 09:45 AM
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05-27-2014 | 09:47 AM
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Also, if the TA required a 7 day review period, and on the 11th hour of the 7th day they decided to significantly modify it and then pass it instantly without MEMRAT, does that comply with the 7 day review period?
I mean, what if it was a TA for a 40% pay raise and nothing else. On day 7 they change it to a 10% pay cut and pass it. Does the 7 days apply to *that* TA, or just any TA?
I mean, what if it was a TA for a 40% pay raise and nothing else. On day 7 they change it to a 10% pay cut and pass it. Does the 7 days apply to *that* TA, or just any TA?
Anyone know any different?
05-27-2014 | 09:50 AM
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New SEA service announced, mainline routes to MEX and Maui.
05-27-2014 | 10:12 AM
veut gagner à la loterie
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From: Light Chop
Were the CDOs paying 7.5 hours total or was it 7.5 hours per day?
05-27-2014 | 10:56 AM
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From: right for a long, long time
The "credit" would have been based on the 1:2 and 1:1.75 rig. The pay only would have been the difference between that and 7:30.
For reserves the "pay" would have gone above Res. Guar. Which would have been sweet for reserves...
I'm still in the camp that we should allow them, but with a little bit tighter rules...
1:30 block each way
5:30 min scheduled break
4:30 behind the door
8:00 pay per period
"Day room" hotel in between SDP's
05-27-2014 | 10:57 AM
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From: Boeing Hearing and Ergonomics Lab Rat, Night Shift
Yup, good to see some more 757 routes being added.
We also did cancel the planned 717/RJ Houston expansion due to lack of gates...
cancelled:
CXL HOU-DTW (3 daily were planned)
CXL HOU-LAX (5 daily were planned)
CXL HOU-LGA (g daily were planned)
CXL HOU-MSP (3 daily were planned)
we do keep the additional 6th daily HOU-ATL
Cheers
George
We also did cancel the planned 717/RJ Houston expansion due to lack of gates...
cancelled:
CXL HOU-DTW (3 daily were planned)
CXL HOU-LAX (5 daily were planned)
CXL HOU-LGA (g daily were planned)
CXL HOU-MSP (3 daily were planned)
we do keep the additional 6th daily HOU-ATL
Cheers
George
05-27-2014 | 11:02 AM
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05-27-2014 | 11:08 AM
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Delta adding Seattle flights to Maui, Mexico and more
Posted by Kristin Jackson
Delta Air Lines is adding more flights from Seattle to popular beach and ski destinations, plus regional service to Spokane, as it keeps strongly expanding service at Sea-Tac Airport and continues to give regional powerhouse Alaska Airlines a run for the money.
Delta plans to add service from Seattle to Maui plus to Cabo San Lucas and Puerto Vallarta, Mexico; Calgary, Alberta; Spokane; and Bozeman, Mont.
The Delta flights will begin in November and December (international flights still are awaiting government approval). Here’s the word from Delta on the new routes:
Four daily flights to Spokane International Airport using two-class, 65-seat CRJ-700 aircraft beginning Nov. 3
Two daily flights to Calgary International Airport using two-class, 76-seat Embraer E-175 aircraft, beginning Nov. 3
New Seattle service beginning Dec. 20 includes:
One daily flight to Maui’s Kahului Airport using a Boeing 757-200.
One daily seasonal flight to Bozeman Yellowstone International Airport through Jan. 4, 2015, then Saturday service from Jan. 10 through March 28, 2015, using two-class, 76-seat Embraer E-175 aircraft.
Four weekly flights to Los Cabos through Jan. 10, 2015, then Saturday service beginning Jan. 17, 2015, using an Airbus A319 aircraft.
Four weekly flights to Puerto Vallarta through Jan. 10, 2015, then Saturday service beginning Jan. 17, 2015, using an Airbus A319 aircraft.
Posted by Kristin Jackson
Delta Air Lines is adding more flights from Seattle to popular beach and ski destinations, plus regional service to Spokane, as it keeps strongly expanding service at Sea-Tac Airport and continues to give regional powerhouse Alaska Airlines a run for the money.
Delta plans to add service from Seattle to Maui plus to Cabo San Lucas and Puerto Vallarta, Mexico; Calgary, Alberta; Spokane; and Bozeman, Mont.
The Delta flights will begin in November and December (international flights still are awaiting government approval). Here’s the word from Delta on the new routes:
Four daily flights to Spokane International Airport using two-class, 65-seat CRJ-700 aircraft beginning Nov. 3
Two daily flights to Calgary International Airport using two-class, 76-seat Embraer E-175 aircraft, beginning Nov. 3
New Seattle service beginning Dec. 20 includes:
One daily flight to Maui’s Kahului Airport using a Boeing 757-200.
One daily seasonal flight to Bozeman Yellowstone International Airport through Jan. 4, 2015, then Saturday service from Jan. 10 through March 28, 2015, using two-class, 76-seat Embraer E-175 aircraft.
Four weekly flights to Los Cabos through Jan. 10, 2015, then Saturday service beginning Jan. 17, 2015, using an Airbus A319 aircraft.
Four weekly flights to Puerto Vallarta through Jan. 10, 2015, then Saturday service beginning Jan. 17, 2015, using an Airbus A319 aircraft.
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