Any "Latest & Greatest" about Delta?
09-24-2014, 08:41 AM
Gets Weekends Off
Joined APC: Apr 2012
Position: 7ER Costar
Posts: 406
Originally Posted by BlueRidger328
How is this supposed to help me study for my eSV? I'll go back and take another look. Maybe I can figure it out.
Last edited by RetiredFTS; 09-24-2014 at 08:42 AM. Reason: Smart phone grammar
09-24-2014, 08:41 AM
Wind the clock beoch
Joined APC: May 2012
Posts: 437
Originally Posted by Ragtop Day
You may be correct. As mundane as it might seem, our PWA does list a timeline for payouts. I suppose an early payout would require an exemption of some sort (LOA, MOU?). A technicality for sure, bit it is in there. Either way we get paid the same so I guess it doesn't matter too much.
From the PWA:
Accrue annually; award to be paid within 30 calendar days after
the date on which the Company’s annual audited consolidated
financial statements are released. Such statements are typically
released in late January but payment under the profit sharing plan
will typically occur on February 14th.
From the PWA:
Accrue annually; award to be paid within 30 calendar days after
the date on which the Company’s annual audited consolidated
financial statements are released. Such statements are typically
released in late January but payment under the profit sharing plan
will typically occur on February 14th.
Let each individual pilot decide what's best for them, not the company, not ALPA.
09-24-2014, 09:15 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
Originally Posted by RockyBoy
While it may add a slight bit of SA, I would add a couple things here.
First, in a situation like the AF guys were in the last thing I would do is look over and "see" what the guy is doing with his yoke (or control wheel
). I think most of us would be looking at the attitude indicator or other instruments rather than glancing over at a control wheel. If you really wanted to, in a bus you can see what the other guy is doing with the stick.
Second, if you did look over and see he had it full aft stick and thought, "hey this isn't right, you push full forward which cancels his input commanding a neutral elevator. While doing that push the override switch and in 30 seconds his stick is disabled and you now have all the control on your side. I actually think the bus stick is a much safer and better system than a yolk although it does kinda suck in gusty crosswinds going into LGA during a blizzard.
First, in a situation like the AF guys were in the last thing I would do is look over and "see" what the guy is doing with his yoke (or control wheel
). I think most of us would be looking at the attitude indicator or other instruments rather than glancing over at a control wheel. If you really wanted to, in a bus you can see what the other guy is doing with the stick.Second, if you did look over and see he had it full aft stick and thought, "hey this isn't right, you push full forward which cancels his input commanding a neutral elevator. While doing that push the override switch and in 30 seconds his stick is disabled and you now have all the control on your side. I actually think the bus stick is a much safer and better system than a yolk although it does kinda suck in gusty crosswinds going into LGA during a blizzard.
09-24-2014, 09:19 AM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,012
Originally Posted by tsquare
In a Boeing, it doesn't even take any peripheral vision. You don't have to "look" over at the other guy's inputs to see what he is doing. Airbus was designed to be single piloted. That's the only way that setup makes any sense. You are forced to look at things in order to see what is happening to your craft. In a Boeing, where things move physically, your peripheral vision will catch any configuration changes with which you aren't directly in your line of sight. I don't have to look at the EICAS... ECAM.. whatever the french term is to know that power has been pulled back. As to your contention that the sidestick is safer, I think exhibit A (this discussion) would argue otherwise. If the yoke is in my lap, I KNOW what the other guy is doing. No guessing... no having to figure it out...
Originally Posted by NBC
"I think it would have been much less likely to happen in a Boeing because the control wheels are large; they are obvious," Sullenberger said. "I think it could hardly have been missed."
09-24-2014, 09:24 AM
Gets Weekends Off
Joined APC: Mar 2008
Position: 737 Capt
Posts: 1,166
Originally Posted by tsquare
In a Boeing, it doesn't even take any peripheral vision. You don't have to "look" over at the other guy's inputs to see what he is doing. Airbus was designed to be single piloted. That's the only way that setup makes any sense. You are forced to look at things in order to see what is happening to your craft. In a Boeing, where things move physically, your peripheral vision will catch any configuration changes with which you aren't directly in your line of sight. I don't have to look at the EICAS... ECAM.. whatever the french term is to know that power has been pulled back. As to your contention that the sidestick is safer, I think exhibit A (this discussion) would argue otherwise. If the yoke is in my lap, I KNOW what the other guy is doing. No guessing... no having to figure it out...
). Having thousands of hours in both Boeing and Airbus I can say they both have their pros and cons.
09-24-2014, 09:55 AM
Gets Weekends Off
Joined APC: Aug 2006
Position: A330 First Officer
Posts: 1,465
Just got an email back from our retirement lady at ALPA and we WILL be getting the early profit sharing payout.
09-24-2014, 09:55 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
Originally Posted by NWA320pilot
It always seems that those who have no actual experience flying an Airbus are the ones that dis it (not meant as a putdown T ). Having thousands of hours in both Boeing and Airbus I can say they both have their pros and cons.
). Having thousands of hours in both Boeing and Airbus I can say they both have their pros and cons.
09-24-2014, 10:00 AM
Wind the clock beoch
Joined APC: May 2012
Posts: 437
Originally Posted by orvil
You have to read the fine print.
Employee Eligibility
Most employees worldwide are eligible for the Delta Profit Sharing Plan. Officers, managing directors, directors and general managers (grade 11) are not eligible for the profit sharing plan. Neither are contractors, student workers such as co-ops and interns, and Delta Community Credit Union employees. Finally, employees based in countries or territories that have government-mandated or collectively bargained profit sharing programs are not eligible for the Delta Profit Sharing Plan.
I think that we are covered under collectively bargained profit sharing. Therefore, my interpretation is we probably won't participate.
Employee Eligibility
Most employees worldwide are eligible for the Delta Profit Sharing Plan. Officers, managing directors, directors and general managers (grade 11) are not eligible for the profit sharing plan. Neither are contractors, student workers such as co-ops and interns, and Delta Community Credit Union employees. Finally, employees based in countries or territories that have government-mandated or collectively bargained profit sharing programs are not eligible for the Delta Profit Sharing Plan.
I think that we are covered under collectively bargained profit sharing. Therefore, my interpretation is we probably won't participate.
On second thought, this language only addresses who is "eligible" for the Delta Profit Sharing Plan. We already know with 100% certainty that pilots are "eligible." It's written in our contract.
The above language doesn't address who is "eligible" as it relates to the timing of the early profit sharing, only whether you get it or not at all. The only question is, as Ragtop Day alluded to, is whether our contract overrides the company's decision to make an early payment. My guess is probably not.
09-24-2014, 10:04 AM
The Brown Dot +1
Joined APC: Jun 2009
Position: 777B
Posts: 7,775
Originally Posted by DALMD88FO
Just got an email back from our retirement lady at ALPA and we WILL be getting the early profit sharing payout.
Is it the collectives' opinion that this is going to be a guesstimate of 50% of the total?
09-24-2014, 10:07 AM
Wind the clock beoch
Joined APC: May 2012
Posts: 437
This may explain a few things....
Maybe THIS is the real reason for the early profit sharing payout and pay raise announcement....hmmmmm
Delta Faces Labor Push as Machinists Eye Flight Attendants
Forbes September 24, 2014
The International Association of Machinists (IAM) said it began working nearly two years ago to organize Delta’s 20,000 flight attendants, staging meetings at domestic bases and in Europe.
“Delta made a lot of promises during the merger with Northwest,” said IAM spokesman Joe Tiberi. “Now, several years later, people have seen that those promises were not kept.” For example, Tiberi said, Delta boosted flight attendant salaries, but also raised the cost of employee health care.
“It was a good sound bite to say wages went up, but in the end take-home pay went down,” Tiberi said. He declined to specify a date when IAM will file for an election.
Delta has historically been non-union except for pilots and dispatchers. Following the 2010 merger with Northwest, which historically had strong representation, unions sought to retain their spots. But Delta staged an aggressive anti-union campaign.
In three elections late in 2010, about 51% of flight attendants turned down the Association of Flight Attendants (AFA), about 52% of fleet service workers rejected IAM representation, and about 69% of customer service workers also rejected the IAM.
Earlier, AFA failed to organize Delta flight attendants in 2002 and 2008, although the union got closer in each of three elections.
“Unions have failed to organize Delta flight attendants because the direct relationship Delta has developed with our flight attendants works and is valued as an important part of the truly unique Delta culture,” said Delta spokeswoman Kate Modolo.
“We get that organizing attempts may continue because, let’s face it, dues from 20,000 people would be attractive to any union,” Modolo said. “But the IAM has a poor record in our industry and has been rejected by every work group it sought to represent following the Delta-Northwest merger.”
The United Auto Workers’ (UAW) initial failure to organize Volkswagen’s plant in Chattanooga, Tenn., in February led some to conclude that the last nail had been driven into the labor movement’s coffin in the South, but the diagnosis now seems premature.
UAW said this week that it has support from about half the plant’s 1,500 workers. It asked VW to let it negotiate for those workers.
Two weeks ago, 14,500 American agents — many based in the South — voted to join a Communication Workers of America/Teamsters coalition, which got 86% of the vote. Three-quarters of voters work in Texas, North Carolina, Florida and Arizona.
The new bargaining unit includes 9,000 agents from American, previously unrepresented, and 5,500 US Airways agents, already represented by the coalition. Teamsters represents former America West agents.
“It should not be lost on the pundits that most of the nearly 14,500 new union members work in southern states,” said AFL-CIO President Richard Trumka, in a prepared statement. “The right to a voice at work doesn’t have a geographic predisposition, and this victory will energize ongoing organizing efforts in the South.”
Delta Faces Labor Push as Machinists Eye Flight Attendants
Forbes September 24, 2014
An energized labor movement is ready to take another run at organizing Delta, despite its historic lack of success at the Atlanta-based carrier and in the South.
The International Association of Machinists (IAM) said it began working nearly two years ago to organize Delta’s 20,000 flight attendants, staging meetings at domestic bases and in Europe.
“Delta made a lot of promises during the merger with Northwest,” said IAM spokesman Joe Tiberi. “Now, several years later, people have seen that those promises were not kept.” For example, Tiberi said, Delta boosted flight attendant salaries, but also raised the cost of employee health care.
“It was a good sound bite to say wages went up, but in the end take-home pay went down,” Tiberi said. He declined to specify a date when IAM will file for an election.
Delta has historically been non-union except for pilots and dispatchers. Following the 2010 merger with Northwest, which historically had strong representation, unions sought to retain their spots. But Delta staged an aggressive anti-union campaign.
In three elections late in 2010, about 51% of flight attendants turned down the Association of Flight Attendants (AFA), about 52% of fleet service workers rejected IAM representation, and about 69% of customer service workers also rejected the IAM.
Earlier, AFA failed to organize Delta flight attendants in 2002 and 2008, although the union got closer in each of three elections.
“Unions have failed to organize Delta flight attendants because the direct relationship Delta has developed with our flight attendants works and is valued as an important part of the truly unique Delta culture,” said Delta spokeswoman Kate Modolo.
“We get that organizing attempts may continue because, let’s face it, dues from 20,000 people would be attractive to any union,” Modolo said. “But the IAM has a poor record in our industry and has been rejected by every work group it sought to represent following the Delta-Northwest merger.”
The United Auto Workers’ (UAW) initial failure to organize Volkswagen’s plant in Chattanooga, Tenn., in February led some to conclude that the last nail had been driven into the labor movement’s coffin in the South, but the diagnosis now seems premature.
UAW said this week that it has support from about half the plant’s 1,500 workers. It asked VW to let it negotiate for those workers.
Two weeks ago, 14,500 American agents — many based in the South — voted to join a Communication Workers of America/Teamsters coalition, which got 86% of the vote. Three-quarters of voters work in Texas, North Carolina, Florida and Arizona.
The new bargaining unit includes 9,000 agents from American, previously unrepresented, and 5,500 US Airways agents, already represented by the coalition. Teamsters represents former America West agents.
“It should not be lost on the pundits that most of the nearly 14,500 new union members work in southern states,” said AFL-CIO President Richard Trumka, in a prepared statement. “The right to a voice at work doesn’t have a geographic predisposition, and this victory will energize ongoing organizing efforts in the South.”
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