Thank you to NWA pilots.

I recently found myself in a discussion about the new fleet captains. It seems that 7 out of 10 fleet captains will be former NWA pilots including the 767. At first glance it seems unfair that DAL pilots would not be represented fairly especially because we have such a large fleet of 767s. However when you dig under the surface it seems that NWA has a problem with letting non seniority list pilots hold such a position. I would have to agree with this stance. We need to protect every job especially the high paying jobs. I also realize that NWA has a problem with DGS doing our training. While I have many friends at DGS and don't wish them any hardship I can see NWA's point. These are good jobs that could or should be done by seniority list pilots.

I'm not sure that this is all entirely true these were just points brought up to me during the conversation which has made me change my stance.

Additional insourcing planned for DTW, MSP, MEM

Airport Customer Service leaders announced today that Delta will bring additional work in-house on the ramp in the pre-merger Northwest hubs of Minneapolis/St. Paul, Detroit and Memphis. “In the three pre-merger Northwest hubs, mainline work on the ramp that is currently performed by vendors at Delta will be staffed by pre-merger Northwest employees beginning in mid to late May,” Gil West, s.v.p.-ACS, Delta, and Crystal Knotek, s.v.p.-ACS, Northwest, told employees in a memo. “In addition, we recently announced our intent to insource numerous ramp locations to Delta employees. Pre-merger Delta employees who are on furlough or are currently working in another station have an opportunity to return to these locations.” Read the memo on DeltaNet.

Regional airlines feeling pain of mainline partners

U.S. regional airlines enjoyed robust growth and financial returns during the past several years when mainline partners reduced capacity and outsourced flying, but those days may be coming to an end, Don Bornhorst, s.v.p.-Delta Connection, said in an article in Air Transport World’s ATWOnline today. “In the old days, capacity pulldowns meant more flying for the regionals,” but prospects for regional airline growth are limited this year as capacity cutbacks by mainline carriers likely will be “mirrored” by their regional partners, Don said in the article.[/quote]



DAL has been saying similar things for about 5 years now, immediately followed by a press release announcing new DCI service.

Scoop

Oil
 

Via WSJ London, home of Daniel Hannan:

The slowdown in investment in oil and gas production could lop off nearly eight million barrels a day of future oil supply growth, setting the stage for another big crude price surge in years to come, according to a new study.

The global credit crisis and falling oil prices have squeezed oil companies' finances and forced many to cut capital spending and postpone projects. That could have big implications for supply when the global recession ends and demand for energy recovers, the report by Cambridge Energy Research Associates says.

The report says that reduction in capacity is a "potentially powerful and long-lasting aftershock" following the oil-price slide of 2008,"
...

So, are we preparing adequately enough for a return to $120-$150B?

I don't have a dog in the fight, but I know a lot of senior pilots who are not happy with their current non-seniority formerly retired fleet Captain of their aircraft. The details I can't remember accurately but when it was explained it was a pretty ugly story and I know these guys were beyond ****ed and would love for the new rule to be seniority pilots only. And I agree.

As to DGS, I kind of don't have a problem with it. I've had some good DGS instructors and its a good way to retain some very experienced pilots who have retired.

I have never had a problem with the quality of the DGS instructors. THe problem is that they are outsourced mainline jobs. At one point Delta only allowed seniority list captains to teach. There were 400 Captains in the school house. We have slowly transitioned to FO instructors and then to DGS instructors. We have lost over 350 Captains positions. Imagine the movement if we regained those lost seats throughout the seniority list.

interesting, how long ago was that and why?

Heyas Sailing,

Think about how the NWA guys feel. Seniority list instructors were required for any event in the sim where the motion was on. Not only that, but the instructor group had fairly decent perks for doing the job.

An instructor job at NWA was a great deal, too, because it wasn't a full time gig. A couple months in the box, followed by a couple months on the line. It was a great way to break up the grind of flying the line, and kept the SLIs in touch with the real world.

We lost that in the JPWA because "it wasn't the way we do it at Delta". I was told keeping the SLIs wasn't even considered by DAL negotiating team.

Nu

"It was not worth the negotiating capital it would take."

I think I keep hearing that more and more.

I worked for the airlines where line, seniority list pilots were instructing in the training centers. It took a lot of connections to get there. Most of them were burned out, with high flying egos and often unconstructively rude and intimidating, especially towards the new hires.
I think I just worked for crappy companies.

I love DGS guys at Delta. Training is absolutely awesome experience.
The egos are in check, they have seen it all, happy to be there and they do a good job especially if they can work only 10 sessions a month.

BUT I do agree with protecting the seniority list jobs idea.
Active pilots should teach, but maybe ... part time? Stay away from overworking. The box and golden handcuffs could do bad things to you.

Our SLI's here at DAL do two to three in the box and then one month on the line. It is a good deal for them too.