According to the Widgetheads website there are 16 757-200 and 7 767-300s in storage.
Also, there are only 17 DC-9-30 and 7 DC-9-40 still in active service. At one time NW had 123 DC-9-30s.
Is there any confirmation that the next AE will include a SEA 7ER base and the moving of all DC-9s to DTW?

Thanks,
BV

Hi!

HockeyPilot44: U R not the only one.

There have been many, many pilots predicting imminent furloughs at both NWA and DAL since at least 6 months before the merger was announced.

I applied at NWA as soon as they started taking applications. There were a bunch of guys at my US airline that told me I was crazy (two of them turned down a shot at NWA) to apply at NWA, because I would be furloughed as soon as I was hired.

I told them if I would love to be furloughed from NWA, because I would just come back to the same company, and fly for them, until I was recalled by NWA, and then I would fly for NWA the rest of my career.

I was not called to interview by NWA, and instead was furloughed from the same airline that my co-workers told me not to leave NWA for, and now I'm flying rubber dog**** on a DC-9 out of Lome, Togo.
Actually, today (and the last few days), I flew a bunch of medicine for Medicine Sans Frontiers (Doctors Without Borders), so that was VERY cool!

It was also nice to hear DAL on the frequency, and see a DAL aircraft in Lagos. It SUX that DAL's Nairobi plans were torpedoed. DAL would make TONS and TONS of money flying PAX and cargo to and from NBO!!!

The good part, for me, is that a bunch of US carriers are now hiring, so I am applying everywhere and hoping for the best. If I have not been hired at a great US job before then, I will update my DAL (and Compass) app when the time comes and hope DAL will call me for another interview.

cliff
LFW

Here is the actual grievance language:

The grievance is based upon the Company's violation of Sections 12 H., I., J., K.1.b., L. and related Sections of the PWA in failing and refusing to implement on CBAID for former Northwest pilots the pay and credit provisions of the above‑cited sections (rotation credit, duty period average, duty period minimum and duty period credit).

This is what the contract says:

5. Rotations for former NWA pilots that originate on or after the first day of Bid Period 5 will comply with all hours of service limitations in Section 12.

Note the bolded date descriptions to see why the grievance is not to be taken seriously. To make it clearer below, I have substituted November 1, 2008 for CBAID and September 1, 2009 for the first day of Bid Period 5. September 1 was the first BP5, I think for 747-400 pilots.

The grievance is based upon the Company's violation of Sections 12 H., I., J., K.1.b., L. and related Sections of the PWA in failing and refusing to implement on November 1, 2008 for former Northwest pilots the pay and credit provisions of the above‑cited sections (rotation credit, duty period average, duty period minimum and duty period credit).

5. Rotations for former NWA pilots that originate on or after September 1, 2009 will comply with all hours of service limitations in Section 12.

So in essence, the gist of the grievance is that KW wants trip rigs to be effective in November 2008, when the language of the contract clearly spells out September 2009. Arbitrators are quite smart and difficult to fool. Even the most skilled lawyer cannot get around the fact that the language in the contract is quite clear and directly contradicts the grievance claim. The only contradicting evidence presented so far is that the NWA MEC briefed their pilots on road shows that the trip rigs took effect immediately. Misreading the contract language does not mean it has changed. This excuse is preposterous on the surface.

Due process in a grievance includes letting the Contract Administration committee determine whether to pursue a grievance or not. It does not mean that every grievance goes to arbitration. Taking a stinker of a case like this to arbitration would be a waste of money and would damage the credibility of our legal team and our committee. Once you lose your credibility in front of an arbitrator, it is difficult to regain it. This means there are costs associated with pursuing frivolous grievances, beyond the legal costs.

Everyone wants you to receive your full contractual benefits. This grievance is not a contractual benefit, it is an imaginary one.

This whole affair smacks of red book/green book style politics and magically appeared just before an MEC election. How anyone can not see through this ruse is beyond me. If KW is such a smart contract admin guy, how come he can't READ THE CONTRACT??

In addition KW should talk to his own people who were at the negotiations table and agree that the changes did not start until bid period 5. Any other interpretation is crazy because these changes required higher manning and the company had to be allowed time to adjust the manning. This was discussed at the table from what I am told and was the reason for the bid period 5 timeline.
We do not want to be filing grievances just to say we did. Its a waste of time and money and as mentioned above ruins your credibility with the NMB. That credibility is critical when you have major issues especially a possible seniority integration in the future. (Alaska)

The 330 is back to normal for April, only 13% reserves. :)
Of course, that only happened because I'm leaving the airplane, otherwise, it would still be at 30%. :D

FWIW, I heard all the airplanes in storage are coming out. The 2011 plan is finalized, we will be short for this summer but they are planning on covering with GS. After the 2010 summer, we will go back to normal and over staffing on the heavies but by then, we need to recall or start hiring to be ready for 2011. This could change tomorrow with oil rising again.

Can someone explain in 10 words or less (thereabouts) what the "5500" series 757's are? or, are not?

Some sort of mixed fleet I'd guess, just curious as to the details-

Thanks.

They are the 757-200s from NW. WIDGETHEADS.NET - Not Your Average Fan Site
has some great info.

I will say that when the merger happened, myself and the majority of NWA pilots thought bid period 5 meant 5 bid periods (5 months) from the merger date. It wasn't until weeks after the merger that we realized bid period 5 was more than a year away for most fleets.

They are a group of ex-NWA 757s of a certain age with ship numbers starting at 5500 or so. Winglets aren't cost effective due to their internal wing structure. Delta was going to park them soon (and thus not paint them) but has decided not to. I read in one of the Delta chats that they go to the paint shop this fall.

Thanks, so is it just because they don't have winglets that there is heartburn over them? I assumed different engines or something.