Any "Latest & Greatest" about Delta?
08-10-2011, 07:44 AM
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Originally Posted by Bill Lumberg
Looks like we're buying into AeroMexico to the tune of $65 million. We must have plenty of cash on hand.
08-10-2011, 07:47 AM
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Originally Posted by johnso29
Wondering if VA is next........
08-10-2011, 07:49 AM
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Originally Posted by TheManager
Easy. Defend the contract. If there is a violation, grieve it.
We have a very intelligent and diligent Codeshare Committee that is watching the company very closely.
This is why there is not RAH grievance.
This is why there is a Delta Private Jets grievance.
Weird. DALPA is doing exactly what you are asking for in this regard.
On a different note:
If you are asking our pilots to go back in time and undo the 1998 and 2000 contracts that the respective MEC's APPROVED and the PILOTS RATIFIED......
Going back and preventing the fuel run-up and bankruptcies..
Along with going back in time and keeping the original judge assigned to the DAL bankruptcy from being "recused" and replaced with a much less "labor friendly" judge.....
I don't know how to help get information on that.
08-10-2011, 07:52 AM
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Originally Posted by slowplay
From 2007-2011, Delta decreased seats out of LAX, PDX, and SEA by 4.9%.
From 2007-2011, Alaska decreased seats out of LAX, PDX, and SEA by 12.3%.
From 2007-2011, Delta increased International seats out of LAX, PDX and SEA by 46.9%. Delta more than doubled the size of the SEA pilot base. Delta did not furlough during this time. Alaska furloughed about 10% of their list. The last Alaska furloughee is scheduled to be recalled January 31, 2012.
As far as Hawaii flying, most passengers Delta carried to Hawaii from SEA and PDX were connecting from Alaska. As soon as Alaska got an airplane with the capability to go to Hawaii (737), that connection was dead. Jet fuel over $3 per gallon in a low yield leisure market doesn't help.
All this data was presented at the last C16 and C44 meeting.
From 2007-2011, Alaska decreased seats out of LAX, PDX, and SEA by 12.3%.
From 2007-2011, Delta increased International seats out of LAX, PDX and SEA by 46.9%. Delta more than doubled the size of the SEA pilot base. Delta did not furlough during this time. Alaska furloughed about 10% of their list. The last Alaska furloughee is scheduled to be recalled January 31, 2012.
As far as Hawaii flying, most passengers Delta carried to Hawaii from SEA and PDX were connecting from Alaska. As soon as Alaska got an airplane with the capability to go to Hawaii (737), that connection was dead. Jet fuel over $3 per gallon in a low yield leisure market doesn't help.
All this data was presented at the last C16 and C44 meeting.
Slow, since you bring it up, how did the EMA with Alaska prevent pilot furloughs at Delta?
Cheers
George
Last edited by georgetg; 08-10-2011 at 07:56 AM. Reason: concise
08-10-2011, 08:02 AM
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Originally Posted by gloopy
So how was it that the ALPA lawyers negotiated, wrote and approved such weak language in the first place? So weak that it wouldn't even cover the worn out "separate certificate trick" (SCT) that's been around for decades?
ALPA lawyers and negotiators have known for a long time about the elementary SCT, which is why Song had to be flown by Delta pilots and also why all these foreign JV's had to be approved....we already had language preventing the SCT. But when our scope was written in C2K, tweaked during the run on the bank in the mid 2000's and tweaked again for the SOC, somewhere in there the greatest legal minds in the profession, with the most experience, the most resources, the biggest war chests, the most talented clerical help and the most AMEX Black cards at their disposal managed to give us a clause that falls for the most basic scope end run arguably in airline history...the SCT...as if they never saw it coming.
ALPA lawyers and negotiators have known for a long time about the elementary SCT, which is why Song had to be flown by Delta pilots and also why all these foreign JV's had to be approved....we already had language preventing the SCT. But when our scope was written in C2K, tweaked during the run on the bank in the mid 2000's and tweaked again for the SOC, somewhere in there the greatest legal minds in the profession, with the most experience, the most resources, the biggest war chests, the most talented clerical help and the most AMEX Black cards at their disposal managed to give us a clause that falls for the most basic scope end run arguably in airline history...the SCT...as if they never saw it coming.
Heyas Gloop,
Not only that, but valuable scope protection was willfully jettisoned at the merger.
Before the JCBA, Compass could not be sold or otherwise divested until there was a DC-9 replacement aircraft on the mainline property.
That was essentially given away.
Nu
08-10-2011, 08:09 AM
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Originally Posted by slowplay
From 2007-2011, Delta decreased seats out of LAX, PDX, and SEA by 4.9%.
From 2007-2011, Alaska decreased seats out of LAX, PDX, and SEA by 12.3%.
From 2007-2011, Delta increased International seats out of LAX, PDX and SEA by 46.9%. Delta more than doubled the size of the SEA pilot base. Delta did not furlough during this time. Alaska furloughed about 10% of their list. The last Alaska furloughee is scheduled to be recalled January 31, 2012.
As far as Hawaii flying, most passengers Delta carried to Hawaii from SEA and PDX were connecting from Alaska. As soon as Alaska got an airplane with the capability to go to Hawaii (737), that connection was dead. Jet fuel over $3 per gallon in a low yield leisure market doesn't help.
All this data was presented at the last C16 and C44 meeting.
From 2007-2011, Alaska decreased seats out of LAX, PDX, and SEA by 12.3%.
From 2007-2011, Delta increased International seats out of LAX, PDX and SEA by 46.9%. Delta more than doubled the size of the SEA pilot base. Delta did not furlough during this time. Alaska furloughed about 10% of their list. The last Alaska furloughee is scheduled to be recalled January 31, 2012.
As far as Hawaii flying, most passengers Delta carried to Hawaii from SEA and PDX were connecting from Alaska. As soon as Alaska got an airplane with the capability to go to Hawaii (737), that connection was dead. Jet fuel over $3 per gallon in a low yield leisure market doesn't help.
All this data was presented at the last C16 and C44 meeting.
I think your post is an interesting statistical analysis that really has no bearing on the concerns of DAL losing flying. Show me how many flights have increased, and I will buy into it, but until then.. naaah. Sorry
08-10-2011, 09:26 AM
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Originally Posted by tsquare
This is interesting. The perspective thrust of your post is from the number of seats. While any increase is good, I think it might be a bit (overzealous?) to declare a victory because of an increase in international seats alone.....
I think your post is an interesting statistical analysis that really has no bearing on the concerns of DAL losing flying. Show me how many flights have increased, and I will buy into it, but until then.. naaah. Sorry
I think your post is an interesting statistical analysis that really has no bearing on the concerns of DAL losing flying. Show me how many flights have increased, and I will buy into it, but until then.. naaah. Sorry
It's interesting that you didn't comment on the doubling of the size of the SEA pilot base!
08-10-2011, 09:35 AM
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Originally Posted by shiznit
We have a very intelligent and diligent Codeshare Committee that is watching the company very closely.
In a different post Sailingfun described how one of the reasons we can't fight the RAH scope issue is we didn't fight the issue previously when American Eagle was violating the scope clause.
My question is: If our codeshare committee is both intelligent and dilligent, why didn't they enforce the contract back then?
It seems to me ALPA dropped the ball big time then and the ALPA apologists are saying "trust us" (again). For me (and I suspect many Delta pilots) ALPA has screwed the pooch too many times.
08-10-2011, 09:56 AM
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Originally Posted by tsquare
This is interesting. The perspective thrust of your post is from the number of seats. While any increase is good, I think it might be a bit (overzealous?) to declare a victory because of an increase in international seats alone. What has happened to the number of SORTIES over that same period? One of the reasons that LGBP gets shot down is because of the tin foil hat theory that management would only buy big airplanes because the pilot costs would be the same regardless of the airplane flown (precisely the idea..) and that that would then require fewer airplanes, and correspondingly fewer pilots. So to extrapolate; while you say that the number of seats has increased, and since LAX-SYD cannot be flown on a M88, how many sorties have been lost in gaining those seats?
I think your post is an interesting statistical analysis that really has no bearing on the concerns of DAL losing flying. Show me how many flights have increased, and I will buy into it, but until then.. naaah. Sorry
I think your post is an interesting statistical analysis that really has no bearing on the concerns of DAL losing flying. Show me how many flights have increased, and I will buy into it, but until then.. naaah. Sorry
We don't fly seats, we fly airplanes. We can fly 1900s or 747s on domestic trips, both only require 2 pilots and 2 jobs. So yes flying can increase 2100% but 0 job growth.
Percentage increases that don't extrapolate the effect of the merger nor show actual numbers do little to prove any point. Is 2007 the baseline and is that PMDAL only and 2011 includes both? It'd be interesting to see hard numbers on
08-10-2011, 10:32 AM
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Originally Posted by scambo1
George;
What do you (reasonably) expect your union to do about this?
What do you (reasonably) expect your union to do about this?
-Departures
-Seatmiles/kilometers
-Block Hours
-Production Balance
etc.
We have some guys with great ideas for the wide-body international stuff.
I wish we could convince them that their ideas are just as important and relevant for the domestic stuff.
Cheers
George
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