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Originally Posted by nwaf16dude
(Post 935774)
Here's another one that needs fixin' ASAP... why is it that the company can deadhead me on mesaba or compass, but I cant positive space dv8 deadhead on them?
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Originally Posted by Going2Baja
(Post 935780)
How does the following change anyone's thoughts of an AK purchase?
"Alaska also ordered 15 new Boeing jets, most of them 737- 900ER twin-engine aircraft that can carry up to 215 passengers and fly longer distances than other jets in the 737 family. The planes will be delivered starting next year. The company also said its Horizon Air regional unit, which is switching to an all-Q400 turboprop fleet made by Bombardier Inc., will drop its stylized sun logo and repaint its planes with Alaska’s Eskimo brand." Baja. AK has some pilots out on the street still. What is the correct stock play if there's a merger? |
Originally Posted by Going2Baja
(Post 935780)
"Alaska also ordered 15 new Boeing jets, most of them 737- 900ER twin-engine aircraft that can carry up to 215 passengers and fly longer distances than other jets in the 737 family. The planes will be delivered starting next year.
Baja.
Originally Posted by Aviation Leak and Space Technology
In other news, Seattle and Portland based pilots have expressed concern about VREF speeds measured in percent of the speed of light, landing distance charts which get confusing due to the decimal places, 4 degree tail strike angles and the inability to fly as high as Alaska's Q400 propjetaturboamathingy's.
Chuck Yeager, former rocket powered F104 pilot, stated "that thing kinda lands fast." Boeing is considering replacement of the APU with a drag chute. Boeing references the 737-900 SLR its first hybrid jet. Regenerative braking will supply the jet's ground power needs by using the red hot brakes to energize a steam generator. |
Originally Posted by scambo1
(Post 935789)
When is the proper timing of a merger? After UCAL, after SWA?AAI? Where does AA fall into this? Where does horizon end up?
Their position also makes sense for Alaska's share holders. If you VALUE what you are selling, it costs more for the buyer. (a lesson ALPA could learn) Richard Anderson's comments have made a lot of sense, as does our current arrangement. If something else happens it will likely be the result of mitigating risk and be expensive. Alternatively, Alaska could become so dependent on our code that they become addicted as Comair and ASA were. In Delta's history the repeat pattern has been that we'd call and threaten to turn off the code share. Management and shareholders of the acquired airline quickly figured out what that would mean and sold to Delta at a discount. Oh the drama and intrigue of outsourced flying. :rolleyes: |
Originally Posted by Bucking Bar
(Post 935738)
Yep, which means more stability, less training, more flexibility during IROPS and less cost. Seems like a win / win if I've ever seen one.
There is no reason we can not have a virtual chief pilot or make places like BOS a satellite of NYC, or MCO a satellite of ATL. They out source most HR functions and drug tests. If something happens that is a jeopardy situation, most of that is going to end up in ATL eventually anyway. I don't even think a CPO secretary on site is a requirement. |
Originally Posted by sailingfun
(Post 935710)
International categories have been able to fly domestic rotations at Delta for at least the last 30 years. It really would not be workable in many bases to have it any other way. The company needs the ability to fly domestic legs with some international crews.
What has caused the current problem is not international crews being allowed to fly domestic legs. The problem is caused by the huge cut in international pay and how it is applied. Prior to the 1113 contract international pay was 15 dollars an hour for CA's and 10 for FO's. It applied to all operations in a international category including reserve guarantee, DH, domestic legs ect.. It is now 6 and 4 dollars an hour and only applies to actual international flying. Prior to the 1113 contract the economic penalty was to high for the company to combine the categories and pay out all that international pay. The company could when needed fly domestic legs in the international categories but paid a penalty to do so. They only used that option when it was really required. I believe one of the reasons they are rushing to get the 767 converted to all ER is so in the next contract when we open to restore international pay and how it is applied to the old standard they will claim its now way to expensive since the categories are combined. The answer to the company should be "I guess you will have to reopen the domestic categories" Contract surveys are coming soon. Get your wish lists ready. Going back to the old standard of international pay will certainly be high on my list. Reserves got paid international pay on their guarantee based on the percentage of international flying done for that month. Example: 75 hour guarantee and you fly one 3 day international trip for 16 hours for the month. 75 hours of international pay. 75 hour guarantee and you fly a 16 hour int'l trip and 32 hours of domestic in the month, 33% of your guarantee is paid with int'l override. Of course raising the guarantee to 75 and having the same rigs for reserves as lineholders would be even better... |
Originally Posted by Bucking Bar
(Post 935729)
Excellent post. Thanks. Just considering how to apply the wisdom of your post to our current operation.
What are your thoughts on the opposite extreme, like the 737 where the jet is used for Flag operations, but just barely? 767 pay does need increase on a relative basis in any event. The way things used to work was if you were in a international category you got international pay on all hours. If you were in a domestic category you got international pay if you flew a international leg. That is what I think we should try to get back in then next contract. The reason the company needs some ability to fly international pilots on domestic legs is somewhat obvious. The best example is that at Delta we have 3 different small categories. 747, A330, 767-400. It would not make sense to force the company to have both a domestic and international category for those 3 aircraft. There will be times when the company flies those aircraft on domestic flights. They pay a penalty to do that but don't have to staff a second category. The opposite applies to domestic categories. The company needs the ability to fly some of those jets on international routes. When that happens they should get international pay. Contrary to posts on here a few months back they do still get international pay in that situation. When it was 15 dollars an hour however you found bidding patterns changed. Pilots would seek out rotations with the maximum international legs. Thats not really the case anymore. Pilots bid for the best trips. |
Originally Posted by scambo1
(Post 935789)
Where does horizon end up?
As far as the 737-900ER goes, this could will allow Delta to see how well that airframe does on some of the current 757 domestic routes. Those airplanes will show up on the SEA-ATL, SEA-JFK, SEA-DTW, SEA-MSP, SEA-MEM, LAX-ATL, LAX-JFK, LAX-DTW, LAX-MSP, LAX-MEM, and all the Hawaii flying from LAX. |
Originally Posted by tsquare
(Post 935747)
The only thing I will comment on is the highlighted sentence. The rest of your post is OK with me...
As far as it being "workable", I think the combination of international and domestic legs are problematic too.. Example: I was supposed to give a TOE to a captain whose trip went DTW-ATL-PIT-CDG... Because of IROPS, the ENTIRE rotation got cancelled, and skeds wound up scrambling to cover (who knows how many flights). I realize that that is along the same lines as snow removal in ATL.. an acceptable risk, but it seems to have a greater potential to cause problems, and those problems are complex. I guess what bothers me is that the touted synergies of the combined domestic/international -ER category is mostly being realized in head count reduction only because the number of DHs and hub layovers is still pretty staggering. Some of that could be because of the FA situation, and once that is resolved, things might improve.. I dunno. All in all though, improving the international pay will be high on my list too. Too bad the horse will not only be out of the barn.. it will be so far down the road he will belong to somebody else.... still a failure of the association in my opinion because they should have seen this coming. I certainly did... it was pretty obvious. My point on the need for some domestic flying in international categories really was not directed at those type rotations. It was directed at the fact that it would not be economically sound to force the company to have a domestic and international 747 category or the same on the A330 or 767-400. It also applies to the 7ER the way they used to run JFK. We have such a huge loss of flying in the winter to Europe that they needed the ability to fly domestic rotations in the winter or they would be grossly overmanned. When I was a copilot every Spring there was a AE to increase manning on the ER and every fall there was a displacement. It makes more sense to do some domestic flying and keep the overall hours the same. I think the combined domestic and international rotation issue is somewhat taking care of itself. As you pointed out it creates all kinds of potential problems for the company. I have noticed there are far fewer combined rotations then a few months back when the company first started building those types of trips. |
Originally Posted by Nosmo King
(Post 935815)
Here's an addition from the old NW contract.
Reserves got paid international pay on their guarantee based on the percentage of international flying done for that month. Example: 75 hour guarantee and you fly one 3 day international trip for 16 hours for the month. 75 hours of international pay. 75 hour guarantee and you fly a 16 hour int'l trip and 32 hours of domestic in the month, 33% of your guarantee is paid with int'l override. Of course raising the guarantee to 75 and having the same rigs for reserves as lineholders would be even better... |
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