Any "Latest & Greatest" about Delta?
06-18-2010, 12:34 PM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
06-18-2010, 12:35 PM
Line Holder
Joined APC: Aug 2008
Position: A320
Posts: 65
Give them a choice, take one or the other and each person can choose which they think is more beneficial.
06-18-2010, 12:36 PM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
06-18-2010, 12:39 PM
Line Holder
Joined APC: Aug 2008
Position: A320
Posts: 65
The most junior NWA pilots also got some of the biggest raises. Not only did they move up to DAL rates, but our first officer percentages of captain rates were much higher than NWA, especially in the first few years. Many junior NWA pilots got raises above 20% just coming to the DAL contract.
The company had agreed to a much better contract back in February of 2008. The NWA MEC wanted to delay the deal so they could get arbitration for the seniority list. That was their choice. The second round had a worse contract for everyone, but the NWA pilots took much bigger hits because they were getting the majority of the benefits in the first round. Trying to blame Lee Moak is just intellectually dishonest. The contract was agreed and voted on by your MEC and your pilots, if you did not get to vote, then you knew that when you were hired.
Your benefits were set in that contract. Your pay rates now are more than double my B-Scale rates while my captain's pay is less than when I got hired. Life sucks. Everyone would like to point out some little section of the contract that needs to be fixed just for them. If you get your issues fixed, then I get my issues fixed too. Then everyone else gets their issues fixed. Wait that's what happens in Section 6 negotiations. Until then, you are not special, your issues mean the same as mine, I just spend less time crying about them. The whiny wheel does not get the grease, no matter how much they whine.
The company had agreed to a much better contract back in February of 2008. The NWA MEC wanted to delay the deal so they could get arbitration for the seniority list. That was their choice. The second round had a worse contract for everyone, but the NWA pilots took much bigger hits because they were getting the majority of the benefits in the first round. Trying to blame Lee Moak is just intellectually dishonest. The contract was agreed and voted on by your MEC and your pilots, if you did not get to vote, then you knew that when you were hired.
Your benefits were set in that contract. Your pay rates now are more than double my B-Scale rates while my captain's pay is less than when I got hired. Life sucks. Everyone would like to point out some little section of the contract that needs to be fixed just for them. If you get your issues fixed, then I get my issues fixed too. Then everyone else gets their issues fixed. Wait that's what happens in Section 6 negotiations. Until then, you are not special, your issues mean the same as mine, I just spend less time crying about them. The whiny wheel does not get the grease, no matter how much they whine.
Weren't we striving for pay parity? One unified group moving forward? Now you're suggestion since our raises might have been bigger (subjective point imo because I think I would have made more on the NWA list under the NWA contact) that I don't deserve to have the same benefits as a fDAL pilot?
06-18-2010, 12:50 PM
Gets Weekends Off
Joined APC: Feb 2008
Position: Urban chicken rancher.
Posts: 6,070
06-18-2010, 12:53 PM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,387
Pension law does not allow for those kind of choices. The NWA DB plan is a earned benefit. Without a second chapter 11 filing by Delta airlines it can not go away either by company or pilot choice. I am sure Delta would love to find a way to dump the whole DB plan but its not going to happen without another chapter 11 filing. Even then unless the plan is underfunded it still can't be terminated.
Last edited by johnso29; 06-18-2010 at 01:39 PM. Reason: Fixed quote
06-18-2010, 12:53 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
I haven't been on the 320 for about 2 years but from what I remember our procedures were pretty restrictive for SE taxi. The heat, soft taxiway/ramp material, and N1 limits for ground operations really curbs when SE taxi works. I am NOT saying that we can't do better just that things aren't always as they appear.
Now as for APU usage, get air on my plane when I pull in and I will shut it down. Passenger comfort is paramount and getting on a hot plane sucks! The ground guys need to get much better at supplying AC/heat upon arrival once that is done I think you will see a major shift in APU usage.
Now as for APU usage, get air on my plane when I pull in and I will shut it down. Passenger comfort is paramount and getting on a hot plane sucks! The ground guys need to get much better at supplying AC/heat upon arrival once that is done I think you will see a major shift in APU usage.
Does anyone remember the rap group NWA or is it just me? The rampers are pretty good at getting the air connected in the summer in my experience in ATL. That was part of 80s complaint in that the air was hooked up and running and the APU was left running and the crew left it running. I kill the APU once the air is hooked up but not before.
Now, I don't know a thing about the N1 limits on a A320, but I've done 76ER outbound for Europe, 757s and MD88 SE taxis in the summer. Most of the time we wait until #3 to start the other engine in the MD88. If that thing can do it the A320 should be able to do it... except of course, if there is another limit on it.
I also kick hoses to straight them out enough that the airflow is not kinked and that helps a ton.
With that said, I'm anti-SE taxi with no APU and anti-no APU on a SE taxi. I'm anti shutting down an APU, if no air was installed, until the plane is mostly empty no matter the weather temp outside. Also, if it takes 2 engines and an APU to keep a plane hospitable on taxi out, use it.
As to APU's being left running with no crews, I'm still not buying into it despite feeling like I'm the minority on this on this board who thinks an airplane with a running APU should never be unattended.
I mean yeah for auto systems that shut down APUs while nobody is on board but are bottles auto blown? So that APU fire, does it keep burning after the shutdown? And even if there is an airplane out there that auto blows bottles- are fire trucks auto called? Is maintenance auto notified?
06-18-2010, 12:56 PM
Gets Weekends Off
Joined APC: Feb 2008
Position: Urban chicken rancher.
Posts: 6,070
I mean yeah for auto systems that shut down APUs while nobody is on board but are bottles auto blown? So that APU fire, does it keep burning after the shutdown? And even if there is an airplane out there that auto blows bottles- are fire trucks auto called? Is maintenance auto notified?
06-18-2010, 01:00 PM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,387
NO, They will be shipsets and remain on the aircraft.
06-18-2010, 01:05 PM
Gets Weekends Off
Joined APC: Jan 2008
Position: maddoggy dog
Posts: 1,026
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