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From today:
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 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 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… Ed Bastian 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. |
Originally Posted by Mesabah
(Post 1690871)
You're missing the point. How much money would it take a regional pilot to leave for American Airlines? How much money would it take you to leave Delta for American Airlines? Subtract the difference, and that is the savings for AA.
This is why management is willing to waste billions on defunct regionals like Comair, because they are saving tens of billions on mainline pilot's pay. Even if regionals all went away tomorrow, it would still be contractually illegal for AA to hire a DL pilot at off contract pay, QOL and (essentially) seniority. And honestly, this career would be far worse off in a wild west scenario like that, even in the limited salad days we're in. After the next natural disaster/man made disaster/economic crash, and there will be those, do you really want to be on an at will contract that's coming to an end in a down cycle? No one is going to help facilitate that. |
Originally Posted by Bucking Bar
(Post 1690887)
Quick travelnet question ...
My father was going to come with me on a trip for one of Delta's 34 hour productivity sits. If I were pass riding I could bring him up to S3. But, when flying is the system sophisticated enough to know he is with a Primary Pass Rider? Parents get S-2's don't they? |
I don't understand mine craft speak.
Example: I'm going to the nether to spawn zombie pig men, but first I need obsidian and flint and steel. My son is a geek. Or am I? |
Originally Posted by gloopy
(Post 1690894)
That's a bit of a straw man argument. Its only valid because the trappings of seniority and longevity. But were it not for those "golden handcuffs" in the first place, the issue wouldn't exist anyway. We'd all be free for all yearly contract pilots bouncing around trying to negotiate for not only pay but seat, base, work rules and everything else. It would be a disasterous experiment in good times and absolute industry catastrophy in bad times.
Even if regionals all went away tomorrow, it would still be contractually illegal for AA to hire a DL pilot at off contract pay, QOL and (essentially) seniority. And honestly, this career would be far worse off in a wild west scenario like that, even in the limited salad days we're in. After the next natural disaster/man made disaster/economic crash, and there will be those, do you really want to be on an at will contract that's coming to an end in a down cycle? No one is going to help facilitate that. This isn't a straw man argument. I've actually been airline management. Pre-bankruptcy, I expressed concern that cutting pilot pay up to 50% at NWA would cause a mass exodus of pilots resulting in the ultimate failure of the company. I was laughed at by upper management, who told me, for every guy that walks, two guys from the regionals will replace them, and thus, they could work the pay cuts. They were dead on balls accurate. |
Originally Posted by gloopy
(Post 1690895)
Pretty sure no. The only way would be for you to list and somehow get activated for it as a pax while flying. Obviously a no-no.
Parents get S-2's don't they? I think on some holidays your spouse (or partner) can S2 without it being taken against their limit. |
Originally Posted by Mesabah
(Post 1690905)
Airlines offer off contract compensation to pilots all the time. It's basically how the regionals are functioning these days. If the union would actually fight for us, these off contract side deals would actually be contractual raises for everyone.
... and to change the topic a bit ... there are still more express jobs being lost due to restructuring than are being created at the mainline level through at least year end 2017 ... so, you are still correct with regard to your assertion on replacing, you, me and the rest of us. That's why we need a union. |
"If we can do this, we can do anything. We will send a powerful message if we stick together and STAND UP FOR WHAT IS RIGHT."
Sung to the tune of "Get up Stand up," by Bob Marley. |
Originally Posted by Bucking Bar
(Post 1690925)
What?
... and to change the topic a bit ... there are still more express jobs being lost due to restructuring than are being created at the mainline level through at least year end 2017 ... so, you are still correct with regard to your assertion on replacing, you, me and the rest of us. That's why we need a union. |
Originally Posted by Bucking Bar
(Post 1690814)
What is the basis for your advice?
Just curious.
Originally Posted by Gearjerk
(Post 1690816)
Exactly. So why make an inevitable outcome worse by ruining one's career?
I think you could've left the "ballsy" adjective out of your description. :D There's nothing "ballsy" about committing career-suicide by "signing up" for an Illegal Job Action under the RLA. Good day. Between the big 3, they plan on hiring nearly 3500 pilots in the next 18 months....equivalent to the entire pilot groups at Republic and Compass just disappearing. In 3-5 years it will equal or eclipse that to the tune of another 5000-7000 again and that's not even including JB, SWA, FDX, NK, UPS, or ALK. The problem will fix itself soon because the pipline is empty due to the short-term MBA outsourcing paradigm. Main line pilots need to hold the line and continue to shrink the bottom end (and top end but different discussion) outsourcing as opportunities present themselves. I have a mental picture that we will be seeing the return of the DC9/727 routes on 717/M88's doing ATL-SHV-MLU-SHV-ATL, ATL-BHM-JAN-BHM-ATL, etc. in the near future as the passenger demand for those cities is stable but the separate lift capability due to no pilots to fly the block hours on a separate leg. But hey, if I could read the future I wouldn't be hanging out on the internet with you clowns!:p |
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