Any "Latest & Greatest" about Delta?
I like that idea but you would have to phase it in. No way you would get the 777/747 captains to agree to a pay cut.
The other one is to have the carrier perform less of it flying. (Outsourcing)
Therefore, everyone needs to keep their eye on the ball and not sell one ounce of scope. It is a lot easier for DAL to only train the top end well the bottom end gets handed to DCI. If that does not happen, the need here for pilots becomes great.
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,310
I wonder about that too. The sheer numbers are amazing enough from a planning/staffing/hiring/training standpoint, but what about the net training event potential? The perverbial saying is that for every one widebody captain that retires, that's 5-10 training events. So if anywhere remotely close to 1000 go in a single year..... Even 500 would be a logistical wonder.
Hmmm, I wonder if the company can still do that "post retirement pilot" thing.
Hmmm, I wonder if the company can still do that "post retirement pilot" thing.
The downside to the extra bodies is that furloughs often follow when hiring stops and they don't need the bodies. In this case however the volume of retirements is so deep that it should not become a issue.
As far as PRP's like they had in the year they retired 600 plus pilots it is not a player this time. When that happened Delta pilots had a retirement. Former Delta pilots are 100 percent divorced from the company for retirement purposes. There would be no point in a PRP program for them. If they want to work longer simply don't retire. The PRP's were able to retire and draw their retirement and a working salary. Can't happen now with the exception of former NWA pilots. They could be used in a PRP mode however I don't really think the company will need it. Not all retiring pilots got into the PRP program and off those who did if you exclude the check airman the average PRP flew only 6 additional weeks.
Last edited by sailingfun; 12-09-2010 at 04:40 AM.
They could also create additional efficiencies by:
1) Not putting a pilot through CQ a month before they go to an intial on a new airframe - fly them into a grace month or even (gasp) bench them for a few weeks.
2) Combine training and standards into a single training department and to streamline training and eliminate redundancies. Everyone else in the biz does.
3) Have more than one individual for a 12000 plot airline schedule OE and train more LCP's. Seems like a month from GS to OE is pretty common.
4) Change structure of IP's to have them do both Sim and LCP on a rotating basis, ex. 3 months in the Sims, 3 months on the line. Takes care of the whole seperate training/standards thing. Have a larger cadre of dual qualified instructors, and provide them with incentives that attract to the position: pos space to work, hotels, and an override.
I know, I know - if there was a better way we would have thought of it already
1) Not putting a pilot through CQ a month before they go to an intial on a new airframe - fly them into a grace month or even (gasp) bench them for a few weeks.
2) Combine training and standards into a single training department and to streamline training and eliminate redundancies. Everyone else in the biz does.
3) Have more than one individual for a 12000 plot airline schedule OE and train more LCP's. Seems like a month from GS to OE is pretty common.
4) Change structure of IP's to have them do both Sim and LCP on a rotating basis, ex. 3 months in the Sims, 3 months on the line. Takes care of the whole seperate training/standards thing. Have a larger cadre of dual qualified instructors, and provide them with incentives that attract to the position: pos space to work, hotels, and an override.
I know, I know - if there was a better way we would have thought of it already
Last edited by TANSTAAFL; 12-09-2010 at 05:10 AM.
Talking to my buds that have gone the ER recently the OE scheduling is not a best practice. I know it is a huge fleet and they need both domestic and int'l legs but it has to get more efficient.
Gets Weekends Off
Joined APC: Dec 2009
Position: Capt
Posts: 2,041
The other one is to have the carrier perform less of it flying. (Outsourcing)
Therefore, everyone needs to keep their eye on the ball and not sell one ounce of scope. It is a lot easier for DAL to only train the top end well the bottom end gets handed to DCI. If that does not happen, the need here for pilots becomes great.
Therefore, everyone needs to keep their eye on the ball and not sell one ounce of scope. It is a lot easier for DAL to only train the top end well the bottom end gets handed to DCI. If that does not happen, the need here for pilots becomes great.
It depends on your fleet. On the 330 side everyone has been getting OEs 2-4 days after GS. My wife wasn't thrilled that after 31 days of school I only had 2 days off before going on a 7 day trip.
Yes, since the date of "Constructive Notice." the number of DCI airframes has fallen by more than 60 jets. I suspect those in 44 will see more about this from their Sec/Tres.
I was referring more to 76 seat and above. It is my assertion that the 76 seat and below market will be a very small segment of the domestic lift by 2020. Keep the line where it is at, and DCI will shrink appreciably.
I was referring more to 76 seat and above. It is my assertion that the 76 seat and below market will be a very small segment of the domestic lift by 2020. Keep the line where it is at, and DCI will shrink appreciably.
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