Originally Posted by hockeypilot44 (Post 1083656)

On the other board, someone mentioned the American pilots might have a TA with a 3 percent raise up front followed by 1 percent every year. Is anyone else hearing this? We're screwed if this is true.

Originally Posted by DAL 88 Driver (Post 1083747)

Yeah, I know. Please understand I'm not trying to downplay all the changes you guys had to go through. I feel for ya!

But that's one of the things that is so puzzling to me. I'm not sure how to quantify it in terms of percentage, but I wouldn't say that the current DC-9 operation is 95% the same as the MD-88. Nowhere close. (When I finished DC-9 training, I had a 4 page MS word document of discrepancies/standardization issues.) So if they were going to change a bunch of things on the DC-9 from the way NWA did it, why would they change it to yet a third standard instead of changing it to the way Delta does the same thing on the MD-88... or changing the MD-88 to standardize it with the DC-9? When you're trying to accomplish the same exact thing with the same exact system at the same exact airline, it just doesn't make sense to me to do it one way on the DC-9 and do it a different way on the MD-88. Pick the way you think is best, and go with that. I thought that's what they were supposed
to be doing. And that is what I expected when I showed up for training. It was frustrating to find out this had not been done.

Anyway, like I said. In the grand scheme of things, it's not the end of the world and may not be all that important to some guys. Just something to throw into the mix of things to consider when bidding.

Originally Posted by forgot to bid (Post 1083755)

I hear ya. But given the uncommutability of a lot of trips at Delta the pilots from MEM have one very distinct advantage over all commuters, the ability to get there..

http://www.flightglobal.com/assets/g...x?itemid=30906

Originally Posted by 80ktsClamp (Post 1083759)

I would highly suggest the MEM 320 B guys senior to superpilot92 to consider MSP, NYC and DTW. :)

Fifi in mem is a lot more senior than I thought it was... in fact oddly enough in placing myself in that list, I would be right where super is! There's over a 1000 number gap in the list.

Welp, maybe Delta wants to pay for yet another training event for me. :) Hopefully all the new A slots that opened up will help even it out....

Originally Posted by Superpilot92 (Post 1083782)

Yeah I don't think people realize closing Memphis is going to affect alot since the majority of the mem peeps are senior. We'll see

Originally Posted by 1234 (Post 1083736)

What do you think the odds are that they change the bidding software such that all trips (or a certain percentage variable each month) that a LCP bids, get removed from the available trips for FO's. This would reduce the impact to the company and therefore minimize/negate the "anticipated value" of this change.

Just thinking out loud, and yes, now my brain hurts....

Originally Posted by 80ktsClamp (Post 1083761)

You need some prozac, son. I need to compile all your paranoid and depressive posts from the day.


What you state as "the TA" is what management came to the table with. What the APA apparently came to the table with wasn't really anything to write home about, though.

Originally Posted by acl65pilot (Post 1083789)

Non starter, the company can only hold back a small percentage a month. Given how we schedule OE, holding back the flying is a non starter.

Originally Posted by sailingfun (Post 1083792)

The company can actually not hold back any flying. If there are enough trips to build a legal line for a pilot in open time then that line must be constructed and awarded to a pilot who has a bid in for a regular line. The time you see left after a PBS run is the result of trips stacked such that a regular line is not possible to award. You also get additional trips dumped into open time almost instantly from Jury Duty, Mil Leave, Pilots who go long term sick after the run starts ect..