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Originally Posted by acl65pilot
(Post 1152721)
on a few of the decisions yes, but on many of them the captain is where the buck stops.
It also does not matter that i have more pic 121 that my captain, he is the boss,the one that the company and faa designate as such and the one who signs for the jet. Because of that and the leadership responsibilities placed upon the person charged with these responsibilities, he is worth more than a fo no matter what the fo's resume looks like. Also one pay system would kill this group in a sli with someone without wb jets. Qol would be the deciding factor with only longevity since everyone would make the same. We would take a bath. Sorry but i agree with carl he flies more people across more time zones, that is a function of seniority and pay. We hire on when we hire on. Large jets need to pay more than smaller jets. I have no issue with some banding and there are benefits to it for both sides but disagree on only a a and b rate. this right here^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ |
Check your PM ACL..
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Taquare:
I couldn't possibly disagree more on LBP. The flip side of your argument about the M88 being just as hard is that the 747 would then pay just as little. Ever since Wilbur and Orville, average a/c size has been going up. With LBP, the company gets to carry more w/out paying more. Long-term, LBP is completely unsat, IMO. |
First of all, I can't believe anyone would care to compare or discuss our compensation with the other employees. When it comes to feeding my family, they are not part of the equation.
Being a FA, other than an international purser, but not by much, was never meant to be a career. Lawsuits and unions created the career mentality. The most senior FA's can work 6 days a month and pull down 50-60k per year, for a PART TIME job. If they worked 14 days, well, do the math. We are underpaid by every measure. I'm not wasting my time convincing some high school dropout that my family comes first, and that my contributions ( and sacrifices ) to DL keep them employed. Don't bother yourself, they won't ever see your side. Black Hat! |
Originally Posted by tsquare
(Post 1152729)
Why? You agree with him, that's fine, but why? Don't you think it is at least as difficult and taxing if not more so to go up and down hub turning in a M88 for 5 legs/day as it is to sip coffee on the way to NRT?
I lost the other part of this post :( |
Originally Posted by Sink r8
(Post 1152742)
Taquare:
I couldn't possibly disagree more on LBP. The flip side of your argument about the M88 being just as hard is that the 747 would then pay just as little. Ever since Wilbur and Orville, average a/c size has been going up. With LBP, the company gets to carry more w/out paying more. Long-term, LBP is completely unsat, IMO. |
Originally Posted by Kingbird87
(Post 1152744)
T, the line of reasoning you take with regards to all things Carl seems to me both irrational and injurious to yourself. With regards to the "Mad Dog up and down all day net worth scenario", that equates to a nice buckwheat cake sizzling on a hot griddle, when those last few bubbles at the edge rise and pop, the cake is saying "I'm Ready". Showing willingness to scrap the pay formulas of the past 60 years tells me when the company looks my peers like yourself in the eye, they think, "He's ready".
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No doubt the left seat deserves a premium. If F/O's got 75% of CA pay, that premium woul still be 33%. if F/O's get 66%, that premium is 50%. You could probably argue 25-33% is a very solid premium. Depending on how stagnant an airline is, you can definitely shift a lot of wealth towards certain demographics. Food for thought.
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Originally Posted by tsquare
(Post 1152745)
I see the glass as half full.
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What I'm saying is that the seniority based pay system is advantageous to pilots. Changing that, or exploring the changes tell our financial adversaries, that "we are ready to be flipped"
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