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Originally Posted by FrankCobretti
(Post 1106342)
I'm surprised that everyone's surprised that the new LGA flying is mostly RJs. Most of USAir's flying out of there was RJs, and the RJ writing on the wall was so clear that my captain and I discussed whether the slot swap would actually benefit us pilots months and months ago.
What, was everyone not paying attention? As for the terminal bridge, I'm sure we will be bussing pax between the two while the bridge is built, but like I mentioned earlier, I don't expect a whole lot of connections there in the first place. Very few routes flow well through NYC for that and those that do can be done through other hubs just as easily in most cases anyway. The slot swap was primarily about single point O&D and the fact that its 90-something percent outsourced RJ's means mainline won't get very much "feed" in the first place. As an added bonus, we could see down-gauging in JFK and EWR as a result of this if the O&D pax really do prefer LGA. Just enough to outsource, not quite enough to justify mainline. High CASM, inferior product, few to no additional Delta pilot jobs. This is shaping up to make the AS code share check valve look like a good deal. At least we get some widebody feed from the mass outsourcing and narrow-body stagnation on the west coast. All we will get in LGA is supposedly revenue that we hope we will get a piece of. As if we haven't fallen for that trick before. :rolleyes: |
This break sponsored by "Friends of ALPA," a political inaction committee made up of underemployed pilots. Cheers to sitting around, growing a beard and looking at pictures of Mila Kunis. |
Originally Posted by BigGuns
(Post 1106240)
No. Currently, all we need is to be legal when we start our duty duty day.
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Originally Posted by gloopy
(Post 1106308)
I almost thought they were getting it until this. I don't care what aircraft the company thinks are needed on those routes or if RJ's really will lead to larger jets some day. That doesn't matter. What matters is the fact that the overwhelming vast supermajority of the LGA growth is outsourced. Would it be "better" if all the growth was "mainline" 737-900's but flown by Alaska pilots? The company can put all the ultra high CASM, ultra high fuel per passenger, super narrowtube low capacity RJ's they want on super premium slot controlled markets but we need to be the ones doing the flying and we are not. That is inexcusable and the urgency for massive scope recapture has just significantly increased. That should have been what that letter said but it fell quite short IMO.
http://i1184.photobucket.com/albums/...DC-9-10dal.jpg http://i1184.photobucket.com/albums/.../Compas170.jpg |
What I fear is that by the time the real horse trading starts we'll be starting to enjoy attrition, jets will be coming off mod lines, -900's will be showing up and we will be working our way back to even with Air France. Everybody seems to forget scope when their career starts doing a little better.
We need to remember scope from the perspective of saving this profession, even if we are not the direct beneficiaries when we get our chance at the plate. |
Bar, I guess I'm not the only one who has not flown since Thanksgiving. I did get my six short calls and I think I may have to fly the 24,25 & 26 though.
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Originally Posted by gloopy
(Post 1106355)
...As for the terminal bridge, I'm sure we will be bussing pax between the two while the bridge is built, but like I mentioned earlier, I don't expect a whole lot of connections there in the first place. Very few routes flow well through NYC for that and those that do can be done through other hubs just as easily in most cases anyway. The slot swap was primarily about single point O&D and the fact that its 90-something percent outsourced RJ's means mainline won't get very much "feed" in the first place. As an added bonus, we could see down-gauging in JFK and EWR as a result of this if the O&D pax really do prefer LGA. Just enough to outsource, not quite enough to justify mainline. High CASM, inferior product, few to no additional Delta pilot jobs. This is shaping up to make the AS code share check valve look like a good deal. At least we get some widebody feed from the mass outsourcing and narrow-body stagnation on the west coast. All we will get in LGA is supposedly revenue that we hope we will get a piece of. As if we haven't fallen for that trick before. :rolleyes:
It's the same lame talking point all over again, we'll really be stupid to be placated with a one-liner. One more time: What's good for Delta isn't always good for Delta pilots... Cheers George |
Speaking of SC reserves.....
Originally Posted by newKnow
(Post 1106205)
Yes. Or, they're gonna have to carry a lot more short call reserves. (Thanks ftb.) :D
If that's the way it is, I think it will change the way we are scheduled and it will provide a disincentive for 1.) 9 hour West Coast turns and; 2.) the unsegmented Western European flying everyone is worried about. |
Originally Posted by FrankCobretti
(Post 1106342)
I'm surprised that everyone's surprised that the new LGA flying is mostly RJs. Most of USAir's flying out of there was RJs, and the RJ writing on the wall was so clear that my captain and I discussed whether the slot swap would actually benefit us pilots months and months ago.
What, was everyone not paying attention? Yep - 100% correct. And the same thing will happen when the company opens in section 6 with a total POS. DALPA will start spinning immediately. I have been hearing this crap since about 2003 from DALPA: "We need a codeshare with CAL/NWA because......" "We need to take a 32% paycut to avoid BK because...." "The company needs 76 seaters to feed our JFK operation." "We can't discuss the plan but you will like it." OK - to be fair they have done some good things also - The SOT did a great job. We recovered some of the 23K stuff - well done on both accounts guys. I am willing to give them the benefit of the doubt through negotiations but in my humble opinion if DALPA does not deliver substantial improvements in section 6 they will be voted off the property within a year. Scoop |
Originally Posted by tsquare
(Post 1106443)
Why don't we bid on SC days? We (almost) bid on everything else.
Pilots, given the ability to choose which days they are on call/short call, could actually effect their likelihood of getting called in a given week (some might argue that gives seniority its due and helps pilots once again control their lives somewhat better). Bottom line, the company is only interested in constructively engaging when they feel the outcome is more to their benefit than what the pilots are getting. I don't think this one would qualify. That said, when you get a moment, check out how Alaska pilots are able to bid/trade/give away/pick up. and what their reserve guarantees are (I'll get you started....short call pays 79 hours, long call pays 75 hours). The thing that will be really disappointing is to find out 6 months down the road how many missed opportunities went by as rules are changed without memrat in order to help the company adapt to the new FTDT. Leverage smeverage. |
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