Airline Pilot Central Forums - Any "Latest & Greatest" about Delta?

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Quote:

Originally Posted by nwaf16dude (Post 822424)

I understand what you are saying, but you are still getting paid the equivalent of 70 domestic hours, right? I think he was asking if you see anything over 70 from international pay if you don't break guarantee. So, do you see anything in your take home pay different when flying 40 hours of international vs. 40 hours of domestic? (other than a little more per diem)

You get paid for what you actually fly just as a line holder would. IE. You get called out on an 18 hr inter. trip, and a 10 hr domestic trip. Your pay would look like this:

18 credit hrs paid at domestic rate plus inter. override.
10 credit hours paid at domestic.
42 credit hours paid at domestic to bring you up to 70 hours.

Bottom line...you make more money if you actually go out and fly an international trip, even if you never break gaurantee. Clear now?

Well, that's good news. I got a totally different answer when I asked the question a few weeks ago. I guess my next check just got a little bigger than I expected...sweet!

Quote:

Originally Posted by Check Essential (Post 822365)

Generally, training is paid at your previous rate.
New pay rate starts on the day you are converted.
They often do "mid-month conversions". ie= if you finish training on Nov 15th, they can convert you on the 16th and give you an IOE on the 17th. It will appear as MMC on your schedule.
It can also happen that you convert before you are even done with training. (occasionally before you even start training) They do that because of the seniority rules for conversions and because it is cheaper than pay protecting other pilots senior or junior to you. Its a rare good deal. Just like a paid vacation. Doesn't happen as often as it used to because the contract now gives them a 60 day buffer for conversions out of seniority.

On your 2nd question:
Once you set foot in the schoolhouse for 737 training, your M88 qual goes away. You will not go back to fly the M88.

One more detail -- if you convert mid-month or otherwise haven't been qualified to bid under PBS on your new jet, scheduling will give you your choice of a reserve line or a blank regular line.

Does this go both ways? I'm going from 320 to 88. Do I get 320 pay while I'm training for the 88? I'm assuming I get 320 pay until I'm completely done with 88 training. My dates are December and December. It seems kind of bull that they can wait 6.5 months after the award to even start my training. I'll probably be more like 7 months. Oh well, it is what it is. Maybe I'll get Christmas off.;)

Quote:

Originally Posted by NWA320pilot (Post 822415)

What Carl is saying is correct...... I am over in Asia and nosed around some talking with a couple LCA that are close to Steve. He is not returning to line flying just because he wants to fly the line. Ask yourself this, does DAL management really think a 777 captain is best suited for the 744 fleet captain position or are they looking for someone they can control?

That's ashame because there's no question NWA did many things better than DL. Training being one big example IMO. I was lucky enough to work for both companies pre-merger and and was looking forward to seeing the best of both combined. I hope they don't lose sight of the value that would bring to the operation going forward.

Quote:

Originally Posted by NWA320pilot (Post 822415)

I think there's a misconception of what the Fleet Capt Role is at Delta. It is merely the head of training for that particular fleet. As we put the two training departments together, we operate under DAL's operating certificate and therefore use DAL's AQP. Delta just completed a 4 year streamlining of all the fleets at Delta so that most of the training footprints are around 23 days (Systems training done via Web/CD and the Systems Validation done via an electronic test). All the Boeing fleets are able to take credit for Learning Objectives previously certified on other Boeing planes (eg. APU, electrical, pneumatics, navigation, etc). I don't know what the 747-400 footprint was under the FNWA AQP but it will be streamlined into the Delta program; and the current 777 Fleet Capt was integral to 777 streamlining a few years ago. Couple that with the admin costs and its a no-brainer in consolidating the Fleet Capt roles.

I doubt that the 4th floor boys weren't listening but the past 12 months was a massive effort to get to SOC. Now the effort is in streamlining and reducing training costs. The Fleet Capt is very different from the FNWA concept of Fleet Capt. No Standards department (LCA or line issues) are involved and the Chief Line Check Pilots serve to be the go-between between the Fleet Capt and the Fleet Standards.

Quote:

Originally Posted by Carl Spackler (Post 822402)

OK, you have a problem with color examples. I'll rephrase. Delta is not interested in having any former NWA pilots in management positions. Their lives are made miserable and nothing they say is listened to. Eventually they get the hint and either retire or return to the line. Trust me, that is the new Delta's loss.

The "ethnic cleansing" is almost complete, so the airline can continue battling the Amish for technical superiority.

Carl

Ah, well, that battle is over,

http://media.nextautos.com/images/La...mish-buggy.jpg

the Amish in this picture now can, through their ACARS, determine while still inbound where their next outbound horse stall is before they even arrive and since they're just deadheading and not driving the horses, they booked themselves the window seat in the exit rows. Those Amish, they're such show boating *******s.

:D

Hopefully Cohbia is right and we're not about to add MSP, MEM and DTW to the list of the existing malcontent bases of JFK, LAX, DFW, SLC, CVG, MIA... I'll stop. Let's raise a beer, and cokes for ACL and I, and hope its for the best.

Quote:

Originally Posted by nwaf16dude (Post 822429)

Well, that's good news. I got a totally different answer when I asked the question a few weeks ago. I guess my next check just got a little bigger than I expected...sweet!

Here's the bad news:

Intl override is $6 for capt and $4 for FOs.
In contract 2000 it was $8 and $6.

Contract 2000 "night pay" was $15/hr.
Now its zero.

Guys actually used to bid for all nighters. Imagine that.

Quote:

Originally Posted by hockeypilot44 (Post 822431)

Does this go both ways? I'm going from 320 to 88. Do I get 320 pay while I'm training for the 88? I'm assuming I get 320 pay until I'm completely done with 88 training. ...
Maybe I'll get Christmas off.

You get 320 pay until you "convert" to 88.
(typically that's whenever you're done training, but there can be some exceptions)

You will get Christmas off if you're in school. They shut down the sims and classrooms.

Check;

Good reality check. Thanks for depressing me. I was recently reminded of the pay differences between previous contracts and now after requesting and receiving the paperwork DALPA sent to the PBGC. My w-2 was higher from 99-04 than now. Now I remember why I work two jobs.

Yep, every time I have flown an international trip the override is above my base pay of 70 hrs a month. It is not much but it is there.