Any "Latest & Greatest" about Delta?
01-26-2012 | 06:04 AM
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From: Mad Doggy
Very interesting, I was really wondering if they were going to be ready to go with the new reserve rules. It its really nice to see were you sit on the list more than 2 days out.
01-26-2012 | 06:08 AM
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From: 2000 light years from home
Why? Using the numbers above, if we have 100 737-900ER's coming, and 40 757's retiring, I can stomach that. Can't you?
I'm not saying I know how the trade will unfold, but using the numbers in the post you were responding to, I wouldn't shed a tear over a transaction that yields 60 new mainline airframes.
I'm not saying I know how the trade will unfold, but using the numbers in the post you were responding to, I wouldn't shed a tear over a transaction that yields 60 new mainline airframes.
01-26-2012 | 06:09 AM
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From: A-320A
I suspect no, American's oldest 757 was delivered in 1989. I would assume they are getting rid of the older ones.
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?
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 | 06:14 AM
seeing the country...
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From: 73N A
01-26-2012 | 06:15 AM
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From: A-320A
01-26-2012 | 06:20 AM
On Reserve
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From: MSP7ERB
For a company that prides itself on a lack of labor strife, this would not mitigate it. Likewise, if the company would like to get an agreement ironed out prior to another merger -- this will be a non-starter. We'd have about as much agreement as the Congress does today.
01-26-2012 | 06:31 AM
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I think that our pilot group in general has no idea how a section 6 works, what it involves, the time it takes, and the actual chances of being released. But you guys keep talking tough, you know more than anyone else, and can get everything all 12,000 pilots want.
God D@&$(&@!
01-26-2012 | 06:32 AM
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Of course, it's also a question of timing. If the retirements occur faster, then we shrink for a while. If they occur slower than deliveries, we grow for a while, until we roll into another period of deliveries and retirements. So even the 15 number can feel like 0, just as much as it can feel like 50, at any given time.
01-26-2012 | 06:37 AM
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From: LAX ERA
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.
It's good that it was modeled and I believe what you've got up there for comparisons but I also agree with Carl that it was just last year that I broke even $$ wise and I've got the tax returns to prove it.
NOW, and before you beat me up......THE THING THAT IS GOOD ABOUT THE JOINT CONTRACT is that it recovered some duty period credits and rigs we had lost in BK. So, my 14 Asia trip went back down to 12....a very good thing.
But, that said, the Asia trips were built to over 80 so time and a half out of the gate and when I flew domestically I had a minimum day. I don't know for sure, but I think those are maybe the differences.
Overall, this is a BS discussion as they were both BS bankruptcy contracts.
JMHO,
Ferd
01-26-2012 | 06:38 AM
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What was the spin on that? I swear that the more you DPA guys come on here with your ****y attitudes the more people you're going to lose.
I think that our pilot group in general has no idea how a section 6 works, what it involves, the time it takes, and the actual chances of being released. But you guys keep talking tough, you know more than anyone else, and can get everything all 12,000 pilots want.
God D@&$(&@!
I think that our pilot group in general has no idea how a section 6 works, what it involves, the time it takes, and the actual chances of being released. But you guys keep talking tough, you know more than anyone else, and can get everything all 12,000 pilots want.
God D@&$(&@!
And go take a baby asprin before you stroke out. It's a forum genius.
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