Also what's up with A SLI instructors on the category list that are well below the seniority that can hold it as a line pilot? I thought you still had to be able to hold the position in order to be an SLI in a category?

Any management pilot position isn't dependent on one's seniority. In this case, all Delta is trying to do is streamline the fleet beauracracy. They have a never ending quest to consolidate admin jobs and in particular hate the 767-400, 777, 747 fleet admin because they are such small fleets (compared to the other fleets) yet they have the same number of admin staff. Doyle won't be flying the 747...just ensuring the training footprints become similar to other fleets and that no "silo's" (code word for "our way of doing it") doesn't creep into the mix. This isn't a big deal at all and actually saves money.

I'm pretty sure why Greg is retiring early. I heard that Steve is returning to line flying.

My money says that JD (A330) will be "consolidated" back to the line next and the 320 manager will takeover as combined 320/330.

If I could choose who to keep between the 320 and 330 managers, it would be the 330 guy (who used to run the 320 program). I have heard the current 320 guy is more politician than anything else...

I think you are responding to two topics - understand the management pilot part if just an admin position and not training or flying.

Ref SLI's I thought you still had to be able to hold the position as a line pilot to bid it as an instructor. It appears there are a number of Captain instructors in various fleets who are barely junior F/O seniority.

I'm no expert, but until one answers your question, I'll give a bit of info. DAL has always had this problem, because instructor pay is capped. I think it used to be capped at 767 for Captain positions. Thus, the larger airplanes could never get anyone willing to take that big of a pay cut to work in training, so the issue you mention has always been present.

And once they decided that was OK, the slippery slope went further down the list. To be honest, I've got no problem with that. I know instructing is important, but it doesn't make money for Delta, so I'd rather not pay instructors $200k, so long as we have qualified ones there - and our SLI training department instructors are excellent, imo. If a 57 year old 777 (or 747) Captain wants to make $200 large, he needs to be hauling people, not sitting in a box teaching guys (who have been flying for 20-30 years already) how to fly.

I do not beleive so. You can be a 744 INS but will only get paid the most senior position your seniority can hold.

As far as I understand it, they need to be typed, but not necessarily fly said A/C. As I have stated before we had retired DGS guys as fleet CA's prior to the merger. They were typed in said a/c but were not line qualified as they did not have a seniority number, were retired, and at the time were over the age of 60. Using this as a precedence, I beleive that what you fear is a non issue. They can train and type in said jet, but not need to be line qualified to perform the duties of a Fleet CA position.

I could be wrong, but that is how I see it given the personnel that occupied these positions.

To be a Captain instructor, you have to check out as a Captain. Usually what happens is a FO instructor can hold a Capt position somewhere and starts begging for Capt pay. The policy is that the IP has to go to the line and check out as a Capt. There aren't any golden handshakes and after the IP gets 500 hours as a Capt, he can reapply. If the Fleet Capt wants the IP back, he can bring him back in as a Capt Instructor. When the IP/new Capt goes back to fly the line, he has to use his seniority number (no more buying trips).

If there are Capt IP's whose seniority is too low as a Capt; they were very good FO IP's and checked out as a Capt and came back. The real issue is checking out as an APD. It takes a few years and not every IP is suited for it. The FAA has a say in it as does the 4th floor people. Given all the movement that is occuring, it wouldn't surprise me to see junior Capt IP's whose current seniority doesn't allow for them to hold the position on the line.

Well if you look at the latest Category list we have a DC9A SLI with a 11761 (2007 hire) seniority number so he/she never could have held Captain on anything. Explain that.

In other fleets the junior A SLI's could have conceivably flown Captain on something else.

Can any of you delta guys shed light on why delta is taking all of mesabas saabs away and wants an "all jet regional operation" and yet still have skywest fly brasilias for delta connection out of slc? also, why does delta keep saying all turboprop routes arent going anywhere? gettin a jet into Hilton head or Jamestown is gonna be tough. Sorry to highjack the thread.