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Originally Posted by Bill Lumberg
(Post 1019713)
I'd say Pinnacle could fly the E190s, as long as DL mainline pilots on our seniority list fly them, exclusively. They can have Pinnacle flight attendants, mechanics, whatever, but mainline pilots on our list with mainline pay and benefits. Other than that, a big NO.
We do not care who owns, finances or leases the jet. We will be the pilots flying them. Period. It cannot get simpler than that for a union to understand. It is about pilots jobs. Jobs above you provide advancement and jobs below you provide security. |
Originally Posted by alfaromeo
(Post 1019688)
The policy manual says that normally you will have a negotiating committee election 6 months prior to Section 6. The MEC has to either have an election or pass a resolution waiving that part of the policy manual. They have to do one or the other. So put the conspiracy theories away, the MEC has to act one way or another and I guess they will figure out how they want to proceed. Different people will have different ideas, that's democracy. In the end, they will work out a solution. Tin Foil Hats - Stow.
However, it is difficult to trust the South Reps after the Compass vote and in similar fashion, this sure appears aligned along pre-merger lines. Will you discuss the notion of Delta pilots performing Delta flying off certificate if Delta needs to outsource the capex? Is this do'able? How do we build a contract so that it encourages Delta to grow organically with our own pilots? |
Originally Posted by 80ktsClamp
(Post 1019715)
I'm beginning to worry a lot about the way we are being managed. Perhaps its for a dark cloud picture for negotiations, or who knows...
But, the proactive and aggressive management team that I saw with the merger and the international expansion is now doing the exact opposite... just sitting there with their fingers up their noses and pulling out of cities. We just pulled down ATL-TLV for the winter recently.... really??? You cannot and will never shrink intro profitability. This combined with the continued massive level of outsourcing (and the only new jets going to outsourced companies) and I think it may be time for some management renewal as well. For anyone that flies in to CDG it becomes quickly apparent that they fly the big metal and we fly more block of smaller metal. |
If trying to swap a trip over the same exact days for more flight time, is it true that it won't work if one of the reserve days is capped (even thought it's for more value or the same days)?
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Don't forget the tray table!
Originally Posted by poostain
(Post 1019706)
Been on the dc-9, (737 other life) and i am on the 7er now. BUT the best seat and most comfort i ever had was on the airbus, its a back problem pilots dream.
Our Bus fleet has two types of pilot seats. The older 320's have an older, manual seat and it seems the lumbar supports aren't as good as the newer 320's and most/all of the 319's with the nice electric seats and lumbars that work. On the older seats I would actually have them completely collapse rolling down the runway when we applied takeoff power and started accelerating - and that's not because the Bus was a rocket, the old seats just weren't as sturdy as the newer ones. Happy to be talking about something other than scope sales, contracts, and the other usual BS for at least one post. :p |
Originally Posted by acl65pilot
(Post 1019705)
know DAL's fleet plan, and the reality is that the 90 purchase is a Band Aid.
I agree that a steady flow of new aircraft is essential to keeping the fleet efficient. In reality the MD90 buy does put us in company with Allegiant. For now it seems prudent to withhold large capex and maintain status quo when it comes to aircraft. C-Series: never at Delta, only at DCI if we sellout. 717: Ideal 110 seater 150+ in the world, sooner than you think. A321: we'll see them 2013 with sharklets and CFMs to replace oldest 757 birds A320neo: that will be our new narrowbody order with the PW GTF 777-300ER: right between 300 and 400 seats, will join the fleet 747-8i: remote chance if Boeing needs orders and part of reparations for the 787 787-900 will be a good bird for ULH 7ER and 764 replacement. 330 will be added as part of future non-organic growth 350XWB-1000 to replace the RR 777-200ER downrange. YMMV Cheers George |
Originally Posted by 80ktsClamp
(Post 1019715)
I'm beginning to worry a lot about the way we are being managed. Perhaps its for a dark cloud picture for negotiations, or who knows...
But, the proactive and aggressive management team that I saw with the merger and the international expansion is now doing the exact opposite... just sitting there with their fingers up their noses and pulling out of cities. We just pulled down ATL-TLV for the winter recently.... really??? You cannot and will never shrink intro profitability. This combined with the continued massive level of outsourcing (and the only new jets going to outsourced companies) and I think it may be time for some management renewal as well. |
Originally Posted by acl65pilot
(Post 1019712)
Here is the policy manual: (Which I know you know)
You can also admit that the Reps called this meeting to discuss this and talk a recorded vote. Many of the reps feel no need for this election. If they do choose as a group to have this, will you run? |
Originally Posted by newKnow
(Post 1019701)
** Off topic (looking for help) **
Fellas, My back is killing me. I don't know if it's from 1.) crappy seats on the DC-9; 2.) dragging my rollerboard through the airport for the last 16 years; 3.) old age; or 4.) all of the above. Either way, with the DC-9's going away, I wonder what the seats are like on the other airplanes. How do they stand up? I think I'm at the point where I have to bid an airplane, not for pay, or trips, but for my back. Anyone else having these types of "old age" problems? Any suggestions? NewK; Its the green kryptonite in the cockpit paint on the -9. Bid the 777. Comfy seats, nice bed, really old ranchers...sleep, sleep, sleep (tic).:D |
Originally Posted by acl65pilot
(Post 1019720)
Jv's are good, but lets realize that AF has the money and the benefit of the "Import-Export" bank. They are buying the big metal. Look at the order books of our Skyteam partners and then compare them to ours.
For anyone that flies in to CDG it becomes quickly apparent that they fly the big metal and we fly more block of smaller metal. Our smaller metal means more Delta pilots, that's a good thing across the Atlantic. I'd like to see the new LOA for VAustralia. My fear is the ratio is already beyond the 50%-50% split in ASMs so that can't be good. In addition Alska does our feed in LAX so few Delta pilot feed jobs on this side of the Pacific, while VAustralia (formerly known as Virgin Blue) pilots get to fly Delta pax around Australia. The big one coming is VAtlantic and I can't see how to spin "the upside" to the pilot group, this will have to be very creative (something like "West coast access to LHR") Cheers George |
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