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Time for scheduling to increase block times a tad. :D
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Originally Posted by tsquare
(Post 891372)
I guess we are paying for THAT too.....
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Originally Posted by Check Essential
(Post 891274)
Here's the info we were looking for on RJ codeshare agreements.
It is buried in the notes to the consolidated financial statements: Look at pages 86, 87 and 88. The outsourcing agreement details and durations are on page 88. The really stunning number is that we are on the hook for $16.6 billion in "minimum fixed obligations" to our contract carriers over the life of those agreements. That's some serious cash. And it doesn't even count Comair, Compass or Mesaba. e10vk . . |
This is "good work", if you can get it --
. Some folks are going to get several MILLION dollars this year. http://www.collider.com/uploads/imag...tin_powers.jpg . We need to hire the negotiators who got this deal: exv10w17 . |
We're the best at being bad
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Originally Posted by slowplay
(Post 891187)
[/I]Why don't we enter the "no spin zone", Nu?:D
At the merger there were 768 mainline aircraft. Now there are 726. That reduction happened over the worst airline recession in recent memory. If you look at the last few SEC reports, management has contracted to add 21 more MD-90's, 12 757's, 7 767-300 and 2 767-300 ER's back to the mainline fleet. They're also looking at purchasing a bunch more MD-90's. So they've got 42 + aircraft coming into the fleet over the next year or so. To be fair, we'll also lose 7 DC-9's. Paltry? I guess you've got shiny jet syndrome. As to the large RJ's owning our narrowbody lift, the 10-Q has a different answer. DCI domestic ASM's decreased from 23.6% of total domestic ASM's in 2009 to 21.6% of total domestic ASM's in the same period of 2010. The number of departures, block hours, and airframes has gone down dramatically too. DCI had 715 aircraft last year. Now they've got 642, and that's before the scheduled reduction of 52 aircraft at CMR and 32 at Mesaba over the next two years. With the numbers posted above, I'd say your view of "stagnation here to stay" is wrong. Face it, nothing is going to make us happy other than admission that outsourcing our work was a mistake that DID result in the loss of mainline jobs and has lasting effects that continues to weaken ALPA and degrade our profession. Every time a jet full of Delta passengers operates without a Delta crew, it IS career stagnation for somebody. The economic death of a three generations old 50 seat jet does not change our opinion of our union's failure to recognize job protection as job #1. If our union had actively participated in the recovery of flying to mainline, then it could take credit for the results. As far as stagnation goes, most of us have moved backwards since the merger. While your numbers are good and accurate, the perception is quite the opposite. Since bankruptcy Delta has decreased block hours substantially ... ALPA gets painted with the results ... although "unfair" the perception is the reality when silliness like the DPA starts getting cards from upwards of a third of Delta pilots. With our new MEC is it my hope we will break from past practice and look to the future with a more fundamental view of our union's role. IMHO, D ALPA needs to politically capitalize on the renewal of our MEC. The first way to do this is by renouncing union facilitated outsourcing and promoting good old grass roots unity. |
Well Bar, that is one darn good post.
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On a lighter note,
Brett Favre is out with new commercials: |
Originally Posted by Bucking Bar
(Post 891408)
As far as stagnation goes, most of us have moved backwards since the merger. While your numbers are good and accurate, the perception is quite the opposite. Since bankruptcy Delta has decreased block hours substantially ... ALPA gets painted with the results ... although "unfair" the perception is the reality when silliness like the DPA starts getting cards from upwards of a third of Delta pilots. With our new MEC is it my hope we will break from past practice and look to the future with a more fundamental view of our union's role. IMHO, D ALPA needs to politically capitalize on the renewal of our MEC. The first way to do this is by renouncing union facilitated outsourcing and promoting good old grass roots unity. I agree with much of what you've said, but ALPA national has burned their bridge with me. I'm really not interested in trying to effect change from within. ALPA national has made huge strides in the wrong direction. Example one: Age 65. Example two: The growth of regional carriers at the expense of mainline with ALPA national's approval. Example three: Their recent endorsement of relaxing the proposed 1,500 hour rule. Example four: Their recent endorsement of 10 hour daily flight time limitations. How many more examples do the ALPA apologists need before they see how disastrous ALPA national has been for the careers of Delta pilots? Personally. I've had enough, (more than enough, really). As I mentioned earlier I want a union that represents the best interest of the Delta pilots (and only the Delta pilots). I believe all four examples I provided above are detrimental to Delta pilots. |
Originally Posted by Rather B Fishin
(Post 891373)
Also, make sure to note Delta's baggage fees below, as they can get quite painful for those hauling heavy and/or large cargo.
Originally Posted by Check Essential
(Post 891388)
I'd wager that most of the dissatisfaction with "Delta" is actually RJ related.
People bought their ticket from Delta and when ASA screws up, Delta gets the complaint. Gonna be hard to stay in business if we keep pi$$ing off so many of our customers. |
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