Any "Latest & Greatest" about Delta? - Page 6938

#69371

johnso29 , 06-30-2011 09:15 AM

Moderator

Quote:

Originally Posted by vprMatrix

I would point out that you are a RES pilot and while you have flown a lot for a RES I would but the avg ER pilot has a lower credit ratio than you. (I have no data to back that up though) My block to credit ratio is around 1.7 for the last 12 months right now so I should not complain.

I also think that the avg NB Delta pilot flies very close to the number of actual hours that a SWA pilot does. I would guess within 5-6 hours a month or 60-72 hours per year. There is little to no credit in the domestic trips so what you fly is what you get.

I have a feeling that most would fly an extra 5-6 hours per month with an avg extra day or two "OFF" in order to make much more money.

International is a different story and skews the numbers when trying to make a good comparison.

In any event. I wholeheartedly agree that we need more soft money in the next contract. Leg-by-leg cnx pay, and 6+ hrs minimum calendar day pay for all pilots, and 75 hr min guarantee are a must for the next contract.

In fact with a 6:15 min day I could let the leg-by-leg cnx pay thing go.

I'm DTW 320B, & almost every trip I fly has 1.5-4.5 hours of credit. I've seen 5 days with as many as 12 hours of credit built in. FWIW.

#69372

Carl Spackler , 06-30-2011 09:16 AM

Back on TDY

Quote:

Originally Posted by acl65pilot

I dislike the 12%, like the 10% DC bump and would like lower premiums. I see this group voting for a SWA+8-15%, with the others as part of the deal. It would equate to about a 42% increase.

Must haves are fixing 23K. They go to the bottom of the bucked, what Bucking just wrote, the 5th and 6th weeks of vacation returning, and fixing the min day to a min day not a DPA or a DPM, and adding sick time. First and foremost is a Domestic Cabatoge clause that protects us from an end round in Sky Team, a sunset of DCI agreements, and the ability of our section on not just to bound DAL coded flying by any holding company or corporation that does a metal neutral, code share, interline, etc agreement with.

You keep this up and I'm going to have to change your screen name to:

acarl65pilot

Carl

#69373

Carl Spackler , 06-30-2011 09:20 AM

Back on TDY

Quote:

Originally Posted by sailingfun

12% is not going to cut it on the pay raise side. 10% more into the 401K would exceed the 415C limit of 49,000 per year for many if not most pilots with their 401K contribution. If the contract required the company to convert the 24% to pay once the 415C limit was reached it might entice some pilots to vote for the package. It would not get my vote.
Dalpa has not even started constructing the opener so for now its all moot anyway. They will not begin that process until after the contract survey which will be in the August time frame.
The opener from the company I suspect will stun most pilots. I would expect something on the order of a 3 percent pay raise with 3 percent each year offset by work rule concessions to cover the cost of the raise. Visible pilot reaction to managements opener will help determine the final outcome of the contract.

Absolutely correct sir.

Carl

#69374

RCD73 , 06-30-2011 09:28 AM

Gets Weekends Off

Quote:

Originally Posted by slowplay

Uh, not exactly.

According to APC pay tables:

AirTran 737 rate:$163
Delta 737 rate: $174
Delta 747 rate: $217

AirTran is being operated as a wholly owned subsidiary (Guadalupe holdings). I expect that they will eventually come under the SWA contract/pay rates, but there hasn't been a JCBA negotiated. The history of negotiating that document isn't very pretty for major/national airlines. AAA/AWA have been at it since 2005. UAL/CAL have been at it since May of 2010. The SWA/AAI integration has and will continue to sorely test the "culture" just like it has everywhere else. The threads on this board are proof of that.

Some corrections for you:

1. Guadalupe holdings doesn't exist. It existed for 1 minute during the transaction. The name is AirTran.

2. By the end of 2011 the payrate for the 717 and 737-700 will be $174.00.

3. These are 117 seat and 137 seat aircraft.

4. There will not be a JCBA. Only an amendment to the SWAPA contract for 717 rates and International pay etc.

5. By the time you enter negotiations AirTran pilots will in all likelihood be operating under the SWAPA contract. Being paid at a rate similar to your 777/747 rates.

Are you trying to manage Delta pilots expectations ?

#69375

newKnow , 06-30-2011 09:30 AM

Gets Weekends Off

Quote:

Originally Posted by forgot to bid

If correct, look at the number of pilots over 60 in ATL A and DTW A positions. Not so much of 62 and above but 60 and 61 years old. For instance, ATL 765 A, 42% are above 60 but only 3% of the category is over 62. Very similar numbers for 744 A.

Just food for thought on where movement may be generated in the next few years to come.

Now if 744 B would have retirements and the fence dropped, good ole Carl may have to put up with good ole 80 and FTB on a trip. "Gosh, it stinks in the crew rest area?"

ftb,

These are great charts. I appreciate you putting in the time to work them out and post them.

#69376

poostain , 06-30-2011 09:32 AM

Gets Weekends Off

Quote:

Originally Posted by acl65pilot

Agree.

The ATL reps have been hearing what their pilots have been telling them. The contract survey is the most important piece to the whole thing. Pilots must convey they expectations in the survey for it to equate to a position at the table.

Most of the guys I fly with are looking for all sections to be fixed, and a sizable percentage above SWA as an absolute minimum. Even the pilots that are 57+ are saying this. I just flew with one who does not care if he sees the fruits of the contract, but he will not budge. Needless to say I applauded his point of view. (Yes, he knows scope and pay go hand in hand)

I'm not so sure, Here is the tally of the last 4 capt's i flew with (starting to keep track)

capt 1. 56 yrs old thinks scope is fine, and i quote "i think we took good care of our junior guys with our scope"

he thinks its a junior issue.

capt 2. 60 yrs old very intrested in a pay raise and a large contibution to 401k (awesome!!). When i asked about section 1 he said "whats that?"(bogus)!! He thinks scope is fine as it is as well.

capt 3. 54 yrs old. Very angry that his retirement was stolen and said the company better bring a big bag of money to the table (YES!!!) when i asked about scope he gave me a speach i heard from the union years ago about how Rj's where saving us. (sigh

)

capt 4. 61 yrs old. Want's a short term contract and said 25% will do.(can't even comment on that one) Also, said we will have to give up more flying to get it (AAAARRRRGGGGGHHHHHHH!!!!!!)

Its been a bummer few trips. No spelling comments please typed fast on an HTC andriod

#69377

forgot to bid , 06-30-2011 09:46 AM

veut gagner à la loterie

Quote:

Originally Posted by newKnow

ftb,

These are great charts. I appreciate you putting in the time to work them out and post them.

Thanks Newk! This is as close to the Joe Greene moment as I'll ever get!

NOW THROW ME THAT JERSEY!

#69378

gloopy , 06-30-2011 10:03 AM

Gets Weekends Off

Quote:

Originally Posted by chuck416

Would a 79 hr guarantee on reserve be worth all days being short-call?

Yes. Not only is the guarantee much higher, but they get 15 days off a month I believe. 36 extra off days a year more than make up for the short call issue for the vast majority of reserve pilots because scheduling can very easily and strategically place those 6 SC's in such a way that its the equivalent of every day being SC except with 36 fewer days off.

Only those few categories that are perpetually fat staffed for reserves would "lose out" going to the SWA system, and then only the non commuters on those select few categories, and even they would get 36 fewer days off and 108 hours of pay guarantee less, just like everyone else. As for the international SC, if SC was unlimited by going to the SW system, they wouldn't need 24/hr SC, as everyone being 12hr SC would cover the operation better than only a few guys on the 24.

But either way you slice it, 36 extra days off and 108 extra hours (plus the 401k/B fund money for that) per year is the whipped cream and cherry on a milkshake that's way better than ours right now, even if you don't consider their significantly higher pay rates, which are in addition to all that, and we're not even looking at the 6.5 day rig. Yet.

#69379

gloopy , 06-30-2011 10:13 AM

Gets Weekends Off

Quote:

Originally Posted by Bucking Bar

Reuters reporting Anderson's saying a decision will probably be out by year end and is possible by Thanksgiving.
If it is a split order, I expect some pumping of the mainline fleet number which will allow 3 to 1 large RJ's which Delta can use to bargain with their fee for departure providers.How many to go before 255 is hit?

I think we are close to the 255 but just under it at the moment. We could "order" a million mainline jets though, and the 255 limit doesn't flex upwards until the mainline fleet exceeds I think 767 and it is well below that. If the rumors are true about the 2 whales being parked and of course the 9's, even if you include the lesser number of MD90's being added, and the total fleet would have to grow by a fair ammount.

Not sure how the concept of parking a plane effects the numbers though. Fir example if we park 10 or 20 767's for our fall pull down, are they still "in the fleet" for the purpose of calculating the size of the outsource cancer? If not then there is no way anything they order will ever trigger the 3:1 above 255 number because we would never, even briefly, see anything like that here without another merger, in which case we will constructively engage to change the contract to allow the flex up in large RJ's anyway.

#69380

acl65pilot , 06-30-2011 10:32 AM

Happy to be here

255 is a hard limit. The 3:1 is for allowable 76 seat jets. We need more than 767 mainline jets for that number to go above 153, which is the current number of 76 seat jets!!