That is absolutely correct.

Carl

Remember, taking that kind of position is negotiating in public and binding yourself to a position and eliminating maybe a good deal. No different than saying 2K or Bust! Or something along those lines.

:o

I agree it will not fly but lets look at it so that everyone sees what is going on.

AMR's proposal to APA was 255 88 seat jets. The CS-100 is 88 seats in a two class configuration.

It would be impressive to see DAL commit to a 100 seat jet like the CS-100 with AMR wanting this flow off property. I suspect as always they will want to see where AMR puts it before committing to it. If AMR ends up getting that jet, we are looking at a platform much like the 50 seat jet that had derivatives well above the allowable seat limit. The CS-300 is about 130 seats, and a significant downturn or black swan event would put that on the table.

That is why SJS wrt to AMR and APA is very important. Watching what our company does is very important. The comment in the ATL crew lounge visit about not knowing the cost of this jet is very telling to where they are looking. Scope, all of it is under attack, and the status quo is frankly not acceptable. JV's and CS's need to be nailed down, but so does SJS. Letting any of it go or not tightening it up will further stagnate this career, and will get a no vote from me.

DAL has to make the decision that their brand needs to be strengthened though in-sourcing and that starts will a commitment for its pilots to fly all of the branded metal. Until there is a significant shift to the thinking Bar describes I will remain suspect on whether or not DAL wants to be a ticket broker or an airline.

Just count the code share agreements we have signed to feed our flights. Much of that may be good, but some of it may not.

On another note, I see a few early actions that make me think we are trying to get rid of some overlap with at least two carriers.

True if pay is your sole goal. Doesn't mean much if we continue to see a stagnated list though. :eek:

Carl,

The DO is to replace all of them and get a representative that is certain to do the will of the pilots, DELTA pilots. My card has been in with DPA, yet it will not present a viable entity prior to negotiations C2012. That being said, (as in many consistent posts of the past) DPA is not our bargaining agent until then we need all hands behind ALPA like it or not. I sense that you agree that until DPA or another agent is on the property you will support ALPA.

I have talked with ALPA reps. I do not get the split personality syndrome presented from many here on APC. (This is really a myopic portal in a lot of aspects as far as reality and conjecture) I see pilots working hard for the group, I have not however talked with anyone on the MEC level so as far as secret stuff and secret handshakes I do not know. But I have to support and trust these guys for now. It is my union! Like BUzz said we need more of a verify process of our business at hand.

Compass was probably the last chance to bring RJ flying back in house! The E170 could have continued to grow for DAL while the contracts dried up and the DAL brand was preserved. Id like to know what the inner workings were taking place too but I am not sure we will ever know. This is an example of the do or die opportunity for ALPA and Delta. This contract better represent the contract we expect or DALPA will be gone. In that interim period be willing to strike! Our career is on the line either way!

I am not willing to spend one red cent to get a retiree medical plan for early outs. The difference it would make would be negligible, and we would have wasted a bunch of money on something else that is inevitable anyway. I did hear an interesting discussion about this the other day though. If the company is wise, they would offer an early out program but make it so that when they (the company ) says go.. you go. That way they could dampen out the retirement wave (and training requirements) from the few super premium airframes we have and not have a critical shortage. Interesting idea, but I do not think we should pay anything for that... I've seen this movie before, and it has a stupid ending.

You are right, but that doesn't mean it can't be the stance of the negotiators. Some things truly are a non starter. Whether those positions are advertised or not is a different thing. That's why it is foolish to come out with a full page ad in the AJC and say C2K or no deal. How would YOU react if you were on the NMB, and when the time comes that you look at the preceding negotiations you see that the pilots walked away from the table when the company made an offer that was less than your ultimatum? I know how I would react... as an impartial arbitrator... "You pilots want to be released? um.. no, and you need drug testing immediately." Now THAT being said, it doesn't mean that we have to accept anything management offers in section 6. We just don't need to advertise our intentions. But then again, I guess it makes some people feel better to thump their chest and "stand up" to management... JMHO.

Has the new reserve system changed the way trips get assigned to short call guys? For instance, if two guys start at the same time and a trip comes up, will the guy higher on the list get the trip (assume same bucket/days of availability)

Wasn't suggesting we pay for anything. Word on the street is other employee groups are being offered this. We'll see.

As has been mentioned before I think the company will intentionally remain overstaffed when there is a relief valve per above in order to MD and demoralize the pilot group and lower expectations. I also expect ALPA talking heads to echo the doom and gloom. :mad:

35 days until section 6 openers. Stand by folks.