Any "Latest & Greatest" about Delta?
01-26-2012, 04:36 AM
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Originally Posted by sailingfun
The company opener will be something on the order of a 2 to 4 percent raise with offsets in work rules to cover the cost. Anyone who thinks other wise is smoking some really good stuff.
01-26-2012, 04:41 AM
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Originally Posted by sailingfun
The company opener will be something on the order of a 2 to 4 percent raise with offsets in work rules to cover the cost. Anyone who thinks other wise is smoking some really good stuff.
And anyone who doesn't think that our response should be 100% in rates along with work rules improvements is smoking some out dated stuff. A zero cost contract is NOT in the cards this time.
01-26-2012, 04:45 AM
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Originally Posted by brakechatter
RB211 anybody?
Right out of the mouth of mtx. Asked if I knew of any new aircraft in our future. Gave him my best deer in the headlights look.
New vocabulary word: N3
Right out of the mouth of mtx. Asked if I knew of any new aircraft in our future. Gave him my best deer in the headlights look.
New vocabulary word: N3
01-26-2012, 04:54 AM
seeing the large hubs...
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Originally Posted by johnso29
AA is rejecting the leases of some 757's. Perhaps we may be picking those up? You know how RA likes used airplanes. Of course, we will have to fight Fed Ex for them.
The 757s we're getting rid of are the 1985-1990 vintage, so 1989 at the edge of that. Plus, they have RR engines, so it would be another engine type. Not that we don't have that here, but if we were only going to fly them for say, 5 more years, may not make economic sense. Also, I don't think they are getting rid of many, 10?
01-26-2012, 04:58 AM
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You know we are getting rid of our old 757's too right?
To be replaced by all those 737-900's...
Yuck.
To be replaced by all those 737-900's...
Yuck.
01-26-2012, 05:03 AM
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Originally Posted by sailingfun
The two contracts were carefully compared by both committees. The average total hours paid under each contract during the 3 years prior to the merger were within .5 hours of each other with the Delta contract slightly higher. You can ask the people involved at NW for the exact numbers Carl.
Yes NW had some aspects that produced increases Delta did not have. However Delta had a bunch of aspects to their contract NW did not have. Examples include a higher reserve guarantee for NW. However that was offset by reroute pay, reserve duty period lookback, additional pay for long call trips under 12 hours, pay on top of the guarantee for GS flying ect..
NW got limited pay above 80 hours at time and a half however it was not as posted often on all flying. There was a system that for practical purposes limited the hours depending on the caps. Delta paid double pay on all GS flying. In the end when everything was added up each contract produced essentially the same pay hours per month per pilot.
The Delta 1113 contract was however much shorter duration then the NW contract with higher rates. The much shorter duration of the Delta contract was a critical item. Carl claims he made more as a NW pilot but the facts don't support his case.
Premerger the NW pay rate on the 757 as a example was 142 dollars an hour. There were some small raise built into the NW contract so the rate today would be around 148 to 150. I don't have the exact numbers. The rate in effect today with the joint contract is 189 an hour or over 25 percent higher.
Carl was getting 177 an hour at the merger as a 747 Captain. He currently with international pay is getting 231.75 an hour. He is also getting a additional 1 percent a hour into retirement which will jump to 14 percent in 11 months or an additional 32 dollars an hour if Carl was a 0 percenter in the NW matrix. That would bring his total raise on 1 Jan 13 to 87 dollars an hour. With the raises in the NW contract he will still be 80 dollars an hour ahead.
Yes NW had some aspects that produced increases Delta did not have. However Delta had a bunch of aspects to their contract NW did not have. Examples include a higher reserve guarantee for NW. However that was offset by reroute pay, reserve duty period lookback, additional pay for long call trips under 12 hours, pay on top of the guarantee for GS flying ect..
NW got limited pay above 80 hours at time and a half however it was not as posted often on all flying. There was a system that for practical purposes limited the hours depending on the caps. Delta paid double pay on all GS flying. In the end when everything was added up each contract produced essentially the same pay hours per month per pilot.
The Delta 1113 contract was however much shorter duration then the NW contract with higher rates. The much shorter duration of the Delta contract was a critical item. Carl claims he made more as a NW pilot but the facts don't support his case.
Premerger the NW pay rate on the 757 as a example was 142 dollars an hour. There were some small raise built into the NW contract so the rate today would be around 148 to 150. I don't have the exact numbers. The rate in effect today with the joint contract is 189 an hour or over 25 percent higher.
Carl was getting 177 an hour at the merger as a 747 Captain. He currently with international pay is getting 231.75 an hour. He is also getting a additional 1 percent a hour into retirement which will jump to 14 percent in 11 months or an additional 32 dollars an hour if Carl was a 0 percenter in the NW matrix. That would bring his total raise on 1 Jan 13 to 87 dollars an hour. With the raises in the NW contract he will still be 80 dollars an hour ahead.
01-26-2012, 05:13 AM
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Originally Posted by TOGA LK
Just a quick question... About how much did the Delta payrates increase under LOA 19?
01-26-2012, 05:16 AM
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Originally Posted by sailingfun
5 percent at signing and 4 percent each year through this month. Contract expires 31 Dec 2012. Openers will be exchanged in April. Total raises in LOA 19 equaled 17 percent without compounding.
01-26-2012, 05:17 AM
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Originally Posted by Timbo
You know we are getting rid of our old 757's too right?
To be replaced by all those 737-900's...
Yuck.
To be replaced by all those 737-900's...
Yuck.
Over the next 4 years they plan on removing 40 757's from service. That number is flexible depending on the economy and demand. The 900 is the replacement. Same seating however total operating costs about 30 percent below the 757. The 900ER can fly 95 percent of the current 757 routes without any real capacity restrictions. The other 5 percent will eventually have to be covered with another airframe however some 757's are projected to remain in service until 2024 so there is a lot of time for deciding on that airframe. At the moment there is no airframe in production that can cover those routes. Think 5700 foot runway at SNA going with a full load and IFR reserves to Atlanta. Nothing can touch the 757 for those types of operations.
01-26-2012, 05:18 AM
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Originally Posted by TOGA LK
Did the current rates come from the JCBA or LOA 19?
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