Again, I don't disagree with what you are saying but you really did not answer my question which, paraphrased, was "What penalty, other than money, do we get from the company for contract violations and how do we keep them from violating the contract anytime they want to in the future?" Oops, I guess that's 2 questions. That's fine. I don't know that there is an answer to it.

Denny

 

Thanks Ferd! I feel I'm in good company with you, NewK and a few others!! North and South coming together, who'da thunk!!!

Denny

 

ACL, you know darn well Delta is not in compliance with PWA 1.P.4:
We are now in the "cure" period and Delta has until March 31, 2015 to come into compliance as mentioned in 1.P.6:

• Per the PWA were supposed to have 50% share of the flying
• The PWA gave the company 1.5% "wiggle room" on a 3-year average
• On March 31, 2014 we ended the first 3-year look-back.
• Delta fell short of even the 48.5% lower band and clocked in at 46.8% (OAG data says 47%).
• We are actually below our historic share of flying before adding Alitalia to the TAJV, when 52% went to 47.5%*.

Using the language of the PWA referenced above we are not in compliance with the terms spelled out in PWA 1.P.4.
Anybody representing D-ALPA saying otherwise is doing the Delta pilots a great disservice.

Please understand, I'm not trying to show you wrong.
What I believe is important, is to use proper terminology and be factually accurate, even if it makes our current position look bad.
If we truly wish to succeed in C2015, we will need to put on our big boy pants and stop attacking each other and call a spade a spade.
If something was good, lets call it good.
If something isn't so good we better make sure to call it that, even if it pains us to admit it.

When it comes to C2012 lets focus on what was good and what wasn't so we can achieve superior results next time. Looking back and calling C2012 all bad or all good doesn't serve any of us. looking back and saying "we can improve that" is our best way forward.
We have a great group of guys here. This petty back and forth is pathetic. I believe without a doubt ALPA will be our bargaining agent in C2015 so we better get our act together. It will take all sides to put aside our differences and come to consensus, that's the source of unity and our key to success in C2015.

Cheers
George

*Based on our target of 52% as spelled out in the PWA, 47.2% if you choose to use the actual share of Delta flying of 51.7% at the time of the induction of Alitalia in the TAJV.

 

That's actually part of your TOE. You're supposed to just take the later van, grab something to eat, walk into the breifing room, say "I call second break" throw the relief pilot a blank chart to fill out and head to the plane.



Actually accomodations can take forever to reach. They usually have one or two people staffing them, so one pilot gets through in 2 seconds while someone that calls right after can wait a while. You could also try the transportation company direct. Some are very flexible and even if they're not, there's often an earlier van already scheduled for another crew you can usually ride on. Improvise, adapt, overcome.

 

And football season is less than a month away. I will enjoy having a .500 record for a little while anyway.


Then reality will hit.

 

That's just sickening.

 

Denny, I think the bigger problem we have right now is identifying the problem in the first place.

It's like an un-stabilized approach, typically it starts pretty far away from the airport and snowballs from there, early recognition is how to avoid it in the first place.
For the TAJV there's a case of "not looking bad" that has muted the early indicators of the problem.

If we have "constructive engagement" then it goes both ways and Delta is interested in making it right - if we speak up.
I'm certain there have been discussions with the company wrt underlying our share of the TAJV flying, but all of that has been kept relatively quiet when it comes to the general Delta pilot population.

Compare the communications about our existing agreement of share of flying on Transatlantic routes (PWA Section 1.P.) with the communication about potential threats to our flying on transatlantic routes (NAI) and you'll see what I mean.

Only once we have a robust way of objectively talking about where we stand can we even consider the remedies. We aren't there yet and it will take all of us pulling on the same rope to get there.

Cheers
George

 

...only if you hate sidesticks, it does go both ways.

Why do you think Air Canada bought Embraer E-jet over more CRJs?

Cheers
George

 

Wait a minute, Ts. Right now you guys are undefeated. It's all about perspective.

 

While they could, the ImEx crony-capitalist corporate welfare takes the form of preferred financing. That's not transferrable. But the fact that it exists creates malinvestment and artificially drives up prices (thus creating the "need" for more preferred financing, and so on).

So if they tried that, we'd be buying the back at a higher price than we could get them for because their sale prices were based on the fake government backed financing that threw the false money into the sector in the first place.

It would be like asking someone to get into a preconstruction Vegas condo in 2006 with a liar/ninja loan and you buying it from them when you could have got it anyway. You gain nothing but in the process of participating you've driven up your own costs in the long run.