It depends on why the 15 positions were not backfilled. If no one bid them, then they can go to new-hires. If the Company decided not to backfill, meaning that they were not available to current pilots, then they cannot go to new-hires.

 

what a surprise nrt is becoming more useless everyday and mem is gone oh and thanks for the all those amazing and long lasting 747 freighter and dc9 jobs that nwa brought thats been very helpful for delta pilots. total bull **** that we are parking 4 744s this year but not displacing until 2015 guess we are kissing whale butts now so all you senior premerger delta pilots can enjoy watching your chance at an ae to the 777 or stay senior on it go bye-bye as 744 pilots can displace into them in 2015 instead of having to bid for spots from so it looks like yet again alpo is failing the premerger delta pilots but whoever is in charge up there now is good at protected nwa pilot jobs tho

what in this merger has been good for a midseniority dal pilot
nothing

what has alpo done to protect my career and progression in all this beside cave and kiss managements ass
nothing

at least i can be a nb captain in dtw or msp someday

 

Actually, I believe it was pushed to 100 per month to meet the higher staffing required by the most recent LOA. The 100 per month was not supposed to keep up. After the summer I believe it was to drop to 50 per month. So 85 per month in the fall and winter is definitely an increase.

 

^^^^Eggzactly!^^^^ (Seriously, an agreement that allows a party to be up to 4 YEARS out of compliance?!)

Great narrow body Captain AE... wide body... not so much.

Delta Air Lines.... my narrow body airline of choice!

I'm sure we'll get 'em next time...

 

Specifically, in October 2000 when the Delta MEC excluded the ASA and Comair pilots' attempt at finding a single carrier status with Delta.

I wrote then that allowing an alter ego was teaching management that a separate airline within the airline was feasible. Separate standards for different divisions within Delta would undermine ALPA's work in safety and quality of life, because if a lower standard was safe at one division, it would be acceptable at mainline eventually. Today, Delta's contract is a lot more like ASA's 1999 contract than it is Delta's contract from the same period. The lower standard has been accepted, just as I wrote that it would.

Management is always looking to reduce costs and increase efficiency. The easiest way to reduce costs is to replace Delta pilots.

Maybe some people are finally beginning to understand what I've been working on for the better part of 15 years now. It is not about recapturing RJ's. This is about controlling the market for labor, top and bottom line. We, as an association, should work to control the Company's entire productive capacity within one MEC.

As you know, our MEC has been excluding players for a long time. We kicked Compass to the curb. We excluded Comair and ASA. Hell, for a minute the NWA MEC even feared we were going to do the same to them.

But, we did the right thing with NWA and we all benefitted from unity.

Our MEC's scope experts have been more inclusive of large aircraft flying, but we still build walls to separate pilots rather than build walls which keep us together. Delta is a large conglomerate and we are an ever shrinking percentage of what is relevant to Delta's productive capacity. Moving forward we have to build inclusive scope. We have to draw the circles so that they include, rather than exclude, or permit.

 

While I'm not downplaying the disappointment, exactly how does a union control what airplanes Delta buys?

The JV only ensures a share of the flying, not what airplanes are used to do the flying. Also, smaller airplanes means more jobs. From a seat standpoint 1 A380 equals how many B767s?

 

We'll said. I like the concept of your last sentence.

 

Depends on who you are quoting. This is a decrease from what the recruiters were told just a week or two ago. It is very large increase from any official numbers posted by Flight Operations management.

The new LOA will help our staffing. Erosion of top line scope and a merger with a carrier which is under-utilizing it's crews and aircraft will hurt; we've seen that before.

I don't know anything and only have my own analysis to work on, but, both Hawaiian and Skymarks have significant network issues that Delta can fix. Skymarks problems are so bad that Airbus is refusing to deliver new specially built and configured A380's because it fears it will never be paid. Airbus states before JFK - Haneda flights can begin, Skymarks must have a codeshare partner. Further, the other carriers in the region all enjoy immunized joint ventures except for .... Delta.

Skymarks CEO (my impression) is a bit of an idiot and maybe lacks integrity making him a very difficult player to actually do business with. They need an IT solution, they need a network solution. Only Delta has what they need, but they have thus far stubbornly refused. I've never seen a manufacturer be as blunt as EADS has with Skymarks. Makes for interesting reading.

Korean Air is much more pragmatic even though it is a State owned carrier.

Then we have Hawaiian, who is doing well on inter-island flying, but who faces challenges on their long haul network. None of the Asian long haul carriers are doing particularly well, but Hawaiian's assets would instantly be more productive and profitable in the Delta network. We should have bought them at $5.60 a share. But if you see the cash we just set aside, it is near current market cap at 3x the valuation where I got tired of waiting and sold my shares.

... and I do not know if means anything, but those smart men who ran for and were elected to our merger committee had already built integration models for Hawaiian pilots.

 

A union's job is to control who flies the airplanes the airline buys.

 

Settle down captain happy.