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Originally Posted by Carl Spackler
(Post 1690392)
OK. Then how about in the future you say the above right away, instead of the snark that I bolded from you below.
Carl Does not mean I like it, and I don't. I am not a fan of the three year measure, have never been and as far back as the first iteration of this JV I wanted a shorter measurement period. I live with the language mutually agreed to. I would prefer to see us at the 50% mark, but I also would have preferred many other things too. The MEC is watching this closely, and I get the desire for communication on where we are wrt to percentage of flying. I hope a number is published after the ORD MEC meeting. It will be my input. |
Originally Posted by Carl Spackler
(Post 1690410)
No acl, you are factually incorrect and index was factually correct. When Dickson sent out that memo, then began to enforce it while taking hostages, that was a contract violation plain and simple. DALPA did NOT file a grievance. DALPA chose negotiations. The rest of your post is non-responsive and deflects from the point.
Carl As for the PD's, I do not disagree and I was painting with a broader brush, and talking about all contractual issues. We did see it as a contractual violation, and stated that we would defend our pilots and make them whole. We did. |
Very significant comments from today's conference call:
Delta Air Lines' (DAL) CEO Richard Anderson on Q2 2014 Results - Earnings Call Transcript Jul. 23, 2014 2:19 PM ET | About: Delta Air Lines, Inc. (DAL) Question-and-Answer Session David Fintzen - Barclays Okay great. And then maybe just a quick one for Richard, you mentioned the JVs are in managed, JV is been managed as one business. Can you just give us some color around, obviously that JV is a part of your broader business and then your partner’s broader business. I am saying it’s specifically Air France. Does that create any tension in terms of how you want to set capacity in your JV when you’re putting in the context of your broader business and as a tension there how do you manage those? Richard Anderson - Chief Executive Officer Well we have add a trust community and these relationships go back decades. And Ed should probably give even more color, he is sort of more day-to-day than I am in all of these. Ed Bastian - President Hi David. We particularly with Air France scale I mean I’ll tell you our JV is predicated on a 50-50 sharing on capacity and there are some years that we maybe a little bit below or little bit above that benchmark but that’s a key governor on the capacity decision. So of course there is always some tension as to which entity will do the flying and what the economic prospects are for the trans-Atlantic versus other opportunities elsewhere in the world. But I think we’ve proven over the last number of years that we are the most disciplined JV out there and that we’re also the most profitable JV out there and that success breathe a very good platform for future profitable returns particularly in the trans-Atlantic. The other thing I would add to that is these are highly integrated, we don't have all of the -- all our employees are basically AFKL employees in Europe and we run their operation here, they run yield management pricing in Europe at Amsterdam and we run for all the metal out of the U.S., I mean that can keep going down the list, but it really is single run. You got to think of it as running as a single airline. Even though there are a different colored, different painted to the airplanes in the JV. material. Jamie Baker - JPMorgan Excellent, I appreciate that. And for Richard and forgive me, this is a bit of replay from last quarter. If you consider the next pilot contract, it still isn’t clear to me what management’s ask is going to be unlike last time, you don't need additional scope relief, I don't think. You don't need a 717 rate and so forth. So my concern is that Delta may have the upper hand this time around at the negotiation table which could put pressure on the longer term ex-fuel CASM targets that you were speaking about earlier, any thoughts on this? Richard Anderson - Chief Executive Officer We have an incredible track record working with our colleagues at ALPA. And if you just look at the track record over the last 10 years, it’s been just phenomenal. And we expect it to continue to be that way. So if you look at what we’ve been doing in the business we’ve really taken the labor risk totally off the table at Delta. And our employees are fully engaged in they are delivering a great product. And that's one of the key de-risking events that we've undertaken at Delta that’s unique to the company. And we’re not -- it’s one of the most valuable things we have and that relationship is very important to us. And we will continue unabated on the track that we’ve been on for a decade. Jamie Baker - JPMorgan As a follow-up to that and the hypothetically, if your primary competitors were able to reach the same level of operational integrity along the lines of what you were discussing earlier but without as [generous] profit sharing mechanism, would you ever revisit that structure? Richard Anderson - Chief Executive Officer We’re not going to get into, Jamie, the details of how those conversations go. Those are internal conversations. I would only note that the last time around with our pilots, Ed, what we did restructure the profit sharing arrangement two years ago. And I think as we look forward to that, we’ve got a number of things that we can work with to help fund some of the heightened expectations but we’re not, as Richard said, we’re not going to share those details on the call. Jamie Baker - JPMorgan Got it. I appreciate it. Thank you very much for both answers. Gentlemen, I appreciate it. Take care.
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Wow, did Ed really say this: "We particularly with Air France scale I mean I’ll tell you our JV is predicated on a 50-50 sharing on capacity and there are some years that we maybe a little bit below or little bit above that benchmark but that’s a key governor on the capacity decision."
As far as the other................................I guess time will tell if they really value us or not. Denny |
Originally Posted by acl65pilot
(Post 1690336)
Actually the last few IAAC and Code Share reports do not have this data in them. All of that was briefed in closed session.
Resolution time anyone? |
I wonder if Ed loses sleep worrying that Delta pilots are flying more international block hours than Air France.
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Originally Posted by Bucking Bar
(Post 1690439)
Very significant comments from today's conference call:
Man you're not kidding. This is the part that's important: ----------------------- Richard Anderson - Chief Executive Officer We have an incredible track record working with our colleagues at ALPA. And if you just look at the track record over the last 10 years, it’s been just phenomenal. And we expect it to continue to be that way. So if you look at what we’ve been doing in the business we’ve really taken the labor risk totally off the table at Delta. And our employees are fully engaged in they are delivering a great product. And that's one of the key de-risking events that we've undertaken at Delta that’s unique to the company. And we’re not -- it’s one of the most valuable things we have and that relationship is very important to us. And we will continue unabated on the track that we’ve been on for a decade. ----------------------------- Richard would not and could not have made that statement unless our union has already been purchased as a wholly owned subsidiary of Delta. You could never make this kind of definitive statement about what WILL happen with regard to another entity unless you CONTROL the actions of that entity. As I've said before, Delta is a non-union airline. But Richard is more than happy to indulge the delusion for those who think they belong to a union. Carl |
Originally Posted by Carl Spackler
(Post 1690284)
Here it is Alan:
-------------------------- Crew Tracking Interaction during FDP Extensions We’ve received intermittent reports from Detroit pilots (as well as pilots from other bases) that interactions with Crew Tracking, when dealing with flight duty period (FDP) issues, have become somewhat “aggressive”, and are requiring pilots to justify their actions with the OCC Duty Pilot or other personnel. We remind you that, as per the changes made to the PWA in LOA 14-01, ANY extension to the FDP requires the concurrence of ALL pilots scheduled to fly the particular leg, not just the PIC! If you are in a situation where an FDP extension is required to complete the flight, but you are within your PWA duty period (< max scheduled + 2 hrs), you are required to conduct a “fitness for duty” check. If you, or anyone on the crew, determines that they are not fit for duty, you have a responsibility to not concur with the extension, and you should so notify Crew Tracking. “Not fit to continue” is NOT the same as a fatigue call. You are NOT required to say you are fatigued to refuse an FDP extension, only that you are “not fit to continue” or some other equivalent statement. You are not required to inform or discuss the situation with any party other than Crew Tracking or Dispatch at the point the choice not to extend is made (and that discussion should really be limited to not concurring to an extension because you don’t feel fit for duty). OCC Duty Pilots are NOT in the “chain of command” and are only considered “facilitators”; they are not empowered to discuss FAR 117 fitness requirements or pay implications. If you are in a position where Crew Tracking insists that that you speak to another party, or declare you are fatigued, simply inform them that you are not required to do so, that you are not fit to continue, and you’ll be happy to discuss any required clarification with your base Chief Pilot AFTER your designated FAR rest period. Note that your FAR rest period does not begin until your company tasks (including any interaction with Crew Tracking) are concluded. If you have exceeded your max actual PWA duty day, which is the maximum scheduled duty plus two hours (scheduled / max scheduled duty day is located in the upper right of the rotation display), you are not required to provide any reason to Crew Tracking. You have completed your contractual obligation. This provision will apply until the implementation of the FDP duty tables and the other PWA parameters from LOA 14-01, as well as the 5:15 ADG (Average Daily Guarantee), become effective NLT the November 2014 bid period. If you have encountered any of the situations with Crew Tracking described above, or any other situation that you believe could be classified as “pilot pushing”, please inform one of us as soon as possible, and file an ASAP report. ------------------------- Carl |
Originally Posted by sailingfun
(Post 1689947)
If you look at the shortfall over the entire time period it's about 2.5 flights a day. A average flight to Europe takes about 1500 block hours a month. Call it around 4000 block hours total. 100 jobs sounds about right.
There have been some EASK adjustments, but your numbers appear low based on the last known data points which were a deficit equal to 7 JFK-LHR daily round trips on a 767-400. Probably 8 jets worth of flying and we are currently staffed around 25 pilots per jet on the 765. Then you must consider the stove pipe effect of what 200 positions in such a senior category would have on the rest of the operation. It isn't huge, but it is more than half of the movement we attribute to the 10 330's headed our way. |
Originally Posted by Carl Spackler
(Post 1690455)
Richard would not and could not have made that statement unless our union has already been purchased as a wholly owned subsidiary of Delta. You could never make this kind of definitive statement about what WILL happen with regard to another entity unless you CONTROL the actions of that entity.
Carl Or it could be the man is an attorney from a Gulf state. You know like the town famous for Braniff, Enron, the Bush family and Ron White. Give a guy from that corner of Texas a microphone and everything's great until you notice ... hey, where'd my money go? |
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