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First post on the forum. I'm also new to Delta. 2010 hire. Had a few questions that I'm curious about and thought might stimulate good conversation.
1) If LUV has a higher cost structure than us, how do they turn a profit when we don't? (I've been told by managers at Delta that SW has a higher cost structure. Also, its well known that they pay thier people more across the board.ie_Pilots, FA, Rampers) They have lower yields per ticket in revenue, don't collect a premium on First Class seats, and miss out on big money from bags. I'd like to see a list compiled of why they make money when we don't. And not something like: They don't have RJs or our VPs are paid more or they don't have Alpa. Something based purely in financial terms. 2) A totally different topic. I'm new to ALPA. My first impression is that they are a large, comprehensive, and well organized business. Like a good ALPA member, I've almost finished the books, Flying the Line. There is no doubt that over the last 80 years we owe much of the success of our careers to the folks at ALPA. That being said, with the expanded role of regionals over the past 15 years, how is it that ALPA can represent both Regionals and Mainline pilots? Regional's went from small propeller planes with 5% of the business to 76 seat jets that make up 40% percent of today's flying. Clearly the main objective of nearly all mainline unions now is to reclaim that flying and bring all 80ish+ seat flying back in house. How can Alpa join in a tireless campaign to do that while also representing regionals interests? Is there a size of airplane where they say, "no this belongs at the mainline". Can someone with ALPA knowledge better explain their policy on this going forward? Also, for those claiming that our jobs are continuously being outsourced, aren't they eliminating enough 50 seaters to more than offset the increase of the 70-76 seat flying? |
Originally Posted by RawScoreZero
(Post 987042)
First post on the forum. I'm also new to Delta. 2010 hire. Had a few questions that I'm curious about and thought might stimulate good conversation.
1) If LUV has a higher cost structure than us, how do they turn a profit when we don't? (I've been told by managers at Delta that SW has a higher cost structure. Also, its well known that they pay thier people more across the board.ie_Pilots, FA, Rampers) They have lower yields per ticket in revenue, don't collect a premium on First Class seats, and miss out on big money from bags. I'd like to see a list compiled of why they make money when we don't. And not something like: They don't have RJs or our VPs are paid more or they don't have Alpa. Something based purely in financial terms. 2) A totally different topic. I'm new to ALPA. My first impression is that they are a large, comprehensive, and well organized business. Like a good ALPA member, I've almost finished the books, Flying the Line. There is no doubt that over the last 80 years we owe much of the success of our careers to the folks at ALPA. That being said, with the expanded role of regionals over the past 15 years, how is it that ALPA can represent both Regionals and Mainline pilots? Regional's went from small propeller planes with 5% of the business to 76 seat jets that make up 40% percent of today's flying. Clearly the main objective of nearly all mainline unions now is to reclaim that flying and bring all 80ish+ seat flying back in house. How can Alpa join in a tireless campaign to do that while also representing regionals interests? Is there a size of airplane where they say, "no this belongs at the mainline". Can someone with ALPA knowledge better explain their policy on this going forward? Also, for those claiming that our jobs are continuously being outsourced, aren't they eliminating enough 50 seaters to more than offset the increase of the 70-76 seat flying? |
Originally Posted by RawScoreZero
(Post 987042)
First post on the forum. I'm also new to Delta. 2010 hire. Had a few questions that I'm curious about and thought might stimulate good conversation.
1) If LUV has a higher cost structure than us, how do they turn a profit when we don't? (I've been told by managers at Delta that SW has a higher cost structure. Also, its well known that they pay thier people more across the board.ie_Pilots, FA, Rampers) They have lower yields per ticket in revenue, don't collect a premium on First Class seats, and miss out on big money from bags. I'd like to see a list compiled of why they make money when we don't. And not something like: They don't have RJs or our VPs are paid more or they don't have Alpa. Something based purely in financial terms. and here is one that offers comparitive analysis: http://web.mit.edu/airlinedata/www/2...0Summary09.htm Here is a direct wage one that shows the LUV pilots making more but you need to look at block per pilot as well: http://web.mit.edu/airlinedata/www/2...0PERSONNEL.htm This one is a good start, because it gives equivalent pilots for equal block. http://web.mit.edu/airlinedata/www/2...ity%202009.htm Here is the block per pilot breakdown: http://web.mit.edu/airlinedata/www/2...er%20Month.htm Passengers per pilot: http://web.mit.edu/airlinedata/www/2...Equivalent.htm 2) A totally different topic. I'm new to ALPA. My first impression is that they are a large, comprehensive, and well organized business. Like a good ALPA member, I've almost finished the books, Flying the Line. There is no doubt that over the last 80 years we owe much of the success of our careers to the folks at ALPA. That being said, with the expanded role of regionals over the past 15 years, how is it that ALPA can represent both Regionals and Mainline pilots? Regional's went from small propeller planes with 5% of the business to 76 seat jets that make up 40% percent of today's flying. Clearly the main objective of nearly all mainline unions now is to reclaim that flying and bring all 80ish+ seat flying back in house. How can Alpa join in a tireless campaign to do that while also representing regionals interests? Is there a size of airplane where they say, "no this belongs at the mainline". Can someone with ALPA knowledge better explain their policy on this going forward? Also, for those claiming that our jobs are continuously being outsourced, aren't they eliminating enough 50 seaters to more than offset the increase of the 70-76 seat flying? ALPA could recapture the flying at the majors and represent the regional pilots interests. It requires the mainline pilots accepting that the regional ALPA members are part of their trade and when the flying is recaptured, they do not just step on their fellow ALPA brother or sister, but find a solution that benefits these pilots that is better than the street. In a word, Unity. If we all cannot see that, we are doomed from the start. |
Little help please...I have been on long term mil leave and trying to remember how to use ICrew. How does a reserve go in and see what kind of line was built for him before PCS gave up on trying to reach the Min Line Value and dropped him into reserve? Thanks.
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Does anyone know where I can find a new hire assessment form? The last guy I flew with didn't have one and told me that they would "track me down." if I didn't fill one out for him and I don't like being tracked down. :)
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Originally Posted by RawScoreZero
(Post 987042)
1) If LUV has a higher cost structure than us, how do they turn a profit when we don't? (I've been told by managers at Delta that SW has a higher cost structure. Also, its well known that they pay thier people more across the board.ie_Pilots, FA, Rampers) They have lower yields per ticket in revenue, don't collect a premium on First Class seats, and miss out on big money from bags. I'd like to see a list compiled of why they make money when we don't. And not something like: They don't have RJs or our VPs are paid more or they don't have Alpa.
I saw somewhere that Gary Kelly, the LUV CEO, makes under $1 Million/ year and the UAL frequent flyer mileage VP was paid just under a million and was given a $6.9 Million bonus. |
Originally Posted by newKnow
(Post 987071)
Does anyone know where I can find a new hire assessment form? The last guy I flew with didn't have one and told me that they would "track me down." if I didn't fill one out for him and I don't like being tracked down. :)
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Originally Posted by newKnow
(Post 987071)
Does anyone know where I can find a new hire assessment form? The last guy I flew with didn't have one and told me that they would "track me down." if I didn't fill one out for him and I don't like being tracked down. :)
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Originally Posted by newKnow
(Post 987071)
Does anyone know where I can find a new hire assessment form? The last guy I flew with didn't have one and told me that they would "track me down." if I didn't fill one out for him and I don't like being tracked down. :)
Normally, you will see a notification for this when you log into eCrew/iCrew. I think this starts popping up when it gets within a day of your scheduled trip with the new hire. However, if you and the new hire are on different rotation numbers, then the system doesn't recognize that you're flying together and you don't get the notification. I'm guessing this is what happened in your case. When I have had that situation, I have just blown off filling one out and they've never "tracked me down"... probably because they have no idea I flew with a new hire on that rotation. It's a lot easier when I can just go into eCrew/iCrew (off the top of my head, I think it's under "Qualifications", "Complete New Hire Assessments") and fill it out in the computer. But if you really want to go to the trouble, I think there's an option to print out an assessment and then you would have to submit it to the appropriate place (your chief pilot?). Anyway, hope this helps. |
Originally Posted by 80ktsClamp
(Post 987039)
DAL 88,
It's all been pulled down and the images you posted no longer work. You're the second person who's said this... so I don't doubt you. But why can I see it and others can't? :confused: |
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