Airline Pilot Central Forums - Any "Latest & Greatest" about Delta?

That's a good comeback. How about you stand behind the bargaining agent you already have and hope to get off your "glorified regional jet" someday. :rolleyes: Give up the fruitless DPA fight and lets all band together.

GJ

P.S. I'm not afraid of Carl at this time, because he isn't able to vote on a TA that will screw junior guys. Just wait, when that time comes, he'll take his over supporting the majority of the group...............AGAIN!

Elliot

02-22-2012 11:22 AM

Quote:

Originally Posted by DAL 88 Driver (Post 1139496)

Apparently, not much. But I'll let Carl take you apart since most of your missive was aimed at him.

Just answer one question 88. If the DPA is such a great option, why haven't more people submitted their ballots? We're one month from contract openers being exchanged and the DPA clown club can't even make a statement in support of the current bargaining agent.

GJ

Elliot

02-22-2012 11:27 AM

Quote:

Originally Posted by DAL 88 Driver (Post 1139496)

Apparently, not much.

Oh, and thanks anyway for the personal insult. Obviously nothing of "substance" to add. :rolleyes:

GJ

DLpilot

02-22-2012 11:48 AM

Quote:

Originally Posted by hockeypilot44 (Post 1139495)

This is not right. You get whatever you duty off + 9 hours. If you block in at 00:43, you duty off at 01:13. 9 hours later is 10:13am. On your next res day, 10:13am is your new midnight. Your res day starts at 10:13 am. You are required to check your schedule after 1:13 am. If nothing is on there at this time (not very likely), you go on long call at 10:13 am.

This does not happen automatically. You have to call a scheduler and tell them. It will be marked on your schedule as a partial x-day.

Incorrect. The 9 hour reqirement is only for IA, GS, or reroutes. If it is just
late operations, you immediately start your X day. Reference 23.S.14
Also, your required schedule check is from block in prior to release. So you have 30 minutes to check it.

tsquare

02-22-2012 11:55 AM

Quote:

Originally Posted by DAL 88 Driver (Post 1139496)

Apparently, not much. But I'll let Carl take you apart since most of your missive was aimed at him.

Seems to me his post was pretty much spot on. And since Carl is on my ignore list (Praise Jesus :cool:) I won't have to read his response.

capncrunch

02-22-2012 12:08 PM

Quote:

Originally Posted by Gearjerk (Post 1139488)

The very fact that the DPA is still around, and hasn't offered any public support for our "current bargaining agent" shows Delta management how big of a "dis-unified group of buffoons we really are.

Quote:

Originally Posted by Gearjerk (Post 1139498)

Give up the fruitless DPA fight and lets all band together.

Not to pick on you because this sentiment has been uttered by a few here, I struggle to see how the DPAs effort will affect DALPAs contract negotiations. There is no doubt that our next contract will be negotiated by DALPA, with that in mind, how does the threat of decertification change the out come on what they can negotiate with management? The only thing I can see it doing is let management and ALPA know that anything less then desirable will not bode well for their future. Management does not want DPA as much as ALPA. It seems to be in both their best interests to not upset the herd and produce a contract that satisfies the group at large. The DPA is a good thing for all, even if nothing comes of it.

Elliot

02-22-2012 12:19 PM

Quote:

Originally Posted by capncrunch (Post 1139527)

Good question Capn.

It is my opinion, we all have them, that the DPA push shows the company a "non-unified" pilot group. When a company, such as Delta Air Lines, is approached by the "current bargaining" agent, knowing they have a non-unified group behind them, they can more easily provide a contract/TA that will appeal to 50% + 1 of the pilot group.

Look, we have a 12,000 pilot list at Delta now. In that list there are multiple demographics. (i.e. old, young, some that want money, others that want scope, FTB never wants to leave the MD88/90, etc., etc.)

Adding the external variable of an "in-house" union drive when we're about ready to enter Section 6 negotiations, only adds to the lack of leverage and effectiveness we have as a group of professionals.

Thanks for the question........incoming from Carl's "smoke and mirror's soon".

GJ

newKnow

02-22-2012 12:30 PM

Quote:

Originally Posted by 80ktsClamp (Post 1139478)

newK was discovered trying on his new 7ER captain uniform at Abbott's the other day:

http://image1.findagrave.com/photos2...3619809028.jpg

That is not attractive. I think I have to skip dinner tonight.

capncrunch

02-22-2012 12:30 PM

Quote:

Originally Posted by Gearjerk (Post 1139535)

[COLOR=Black]Good question Capn.

It is my opinion, we all have them, that the DPA push shows the company a "non-unified" pilot group. When a company, such as Delta Air Lines, is approached by the "current bargaining" agent, knowing they have a non-unified group behind them, they can more easily provide a contract/TA that will appeal to 50% + 1 of the pilot group.

I'm not trying to be argumentative and I appreciate your candor and constructive criticism, with that in mind, here is another question. Wouldn't management's goal always be 50% + 1? In other words, why would management want to do anything more than the minimum even if we were "unified"?

Also, the whole "ununified" thing has me miffed as well. I see us as unified in that we all want a great contract, we just disagree about how to get there. Either way, it does not matter since DALPA will still be the one doing the negotiations. I guess I'm at a loss on the "ununified" thing.

capncrunch

02-22-2012 12:32 PM

Quote:

Originally Posted by newKnow (Post 1139541)

That is not attractive. I think I have to skip dinner tonight.

You just need to button the three buttons.

All times are GMT -8. The time now is 05:35 AM.

Page 9000 of 20174