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

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Quote:

Originally Posted by Carl Spackler (Post 1159911)

The 2010 data you cite has already been admitted to be in error. The total SWA pilot corps was over-counted by around 15%. They divided total pilot group compensation by far more pilots than actually existed...thus lowering the true average compensation per SWA pilot. The 2011 data will show the correct total of SWA pilots.

Carl

Carl, admitted to be in error by who? Several other data sources show SWA total pilot costs in 2010 as 642,300,000.00. Divided by the 162,000 amount you get around 3960 pilots. I think the seniority list at SWA then had somewhere around 4500 pilots. With Mil leave, sick and disabled the numbers seem about right. You can wish them different but when you in front of the nmb the data is the data. Can you sight another source with different numbers?

Quote:

Originally Posted by sailingfun (Post 1159956)

I can't remember if it was LuvJockey or not, but an SWA pilot posted a link to the article where the mistake was outlined and admitted to. It stated that the 2011 data would have correct total SWA pilot numbers. The 2010 data did not.

Carl

Awesome.. Another 4 days of riding out of ATL and flying back in (over and over and over again). 88 Captains, I know you can (and should) split up the flying any way you want, but going by twos seems to work pretty well...

(I know.. The majority of guys do this already, but for some reason I haven't shot an approach to anything besides 26R or 27L in a month. Tempted to check in requesting 28 just for something new...)

Quote:

Originally Posted by Bucking Bar (Post 1159731)

Understand the disconnect between our flight operations management and the network & marketing management that dictate what flying we perform.

Our flight operations management is highly motivated and enthusiastic about the work we perform. They desire happy employees and want the highest quality work from those employees in exchange. They support our operation and give 110%. I like working for them and am happy to go the extra mile for our airline and our customers. Together, we think we make a difference. We are both prostrate to marketing and network management.

Marketing and Network run the "brand." They decide which division or partner will create their productive capacity. Their decisions are driven by revenue and cost. They don't particularly care if it is a Delta 747 or an Air France A380. Neither do they care whether it is a 757, or a NextGen CRJ. None are old school Delta. None have the nostalgic sensibilities that cloud our judgement. Their considerations are mathematical, pure and simple.

Delta's flight operations management has more in common with Comair's flight operations management than they do the network and revenue men. As a labor group, we have failed to realize our commonality with the Comair pilots, who saw their flying outsourced and diversified until they were a shadow of their former selves.

That's why I'm not particularly excited about old-gen tech aircraft for mainline pilots. I know what it takes to win the beauty contest with revenue and network management ... we need efficient, current generation equipment to compete.

---- -----

In contrast, both FedEx and Emirates are vertically connected throughout their corporations. Their senior management sees a real value to performing their own work to ensure the quality of their product. They perceive this quality as essential to their success. They are enthusiastic, top to bottom, in their own operation.

Contrast this to Delta network management who described Go Jets as "the best... ." For reference, GoJets is a division of Trans States, which was fired as a DCI carrier by Leo Mullin's team for sub par performance.

----------

New hires would be foolish to come to a division of a Company where management outsources labor on a pure economic basis. They will only be valued as the commodity they are. Their loyalty and enthusiasm for their employer will be unrequited. They would be much better off with an employer who is "in it to win it."

In 2007 Delta did reconnect to the core values to power their way out of bankruptcy. However shareholders demanded a deal and the deal they got was entirely rational from an economic perspective. Delta moved further towards becoming a brand management company ... . Try to find a pair of Levi's made in San Francisco ... the only reason the odds are better for finding a Delta pilot flying Delta passengers is because of ALPA and because of scope.

This is the most logical and common sense explanation of Delta Air Lines structure!
Thank you Bar...

Quote:

Originally Posted by FmrFreightDog (Post 1159967)

If the next guy looks to be doing the same thing then speak up and ask for a leg or legs other than ATL. I have been lucky and 90% of the guys I fly with fly the first leg then we go two's from there. If the guy is a big enough douche to say no after your request, then I'd call in sick and be done with it!

Quote:

Originally Posted by sinca3 (Post 1159977)

I did a trip with 9 legs recently, me got 3, he got 6. Oh well, if that's how he wants to run it that's okay. I land better the less I do it :D and after what happened in New York, he needed the practice.

http://i203.photobucket.com/albums/a...0002stewie.jpg

Quote:

Originally Posted by sinca3 (Post 1159977)

That's a vast majority of my experience lately too. Originally it was one and one when I first got on, then some did two and two which is kind of eh, but now it seems as if one and then two and two is the norm. Unless they want to do something different which is usually for good reason like how Song flying sometimes warrants splitting one on one to prevent boredom.

Carl, how about this from the older valid 2009 Form 41 data:

Going back to 2009 and adding the yearly pay raises since then.

Form 41 average 2009 Wages and Salaries

Delta $132,374
SWA $176725

We know that SWA received a 2010 pay raise of between 1% and 3% based on operating margin (I used 2% in the calcuations), and a guaranteed raise in 2011 of 2%, and nothing in 2012 as their contract is amendable shortly.

Delta pilots received the following changes in the same time period: 4%, 4%, and 4%

That brings the wages and salaries numbers to:

Delta $148,902
SWA $183,865

So using the valid 2009 Form 41 data, the average SWA pilot is currently 23.5% ahead of an average Delta pilot.

If I contribute 2% of my pay to my 401k, Delta matches 2% and also adds another 12%.
If an SWA pilot contributes 2% of his pay, SWA matches 2%, but adds nothing else.

Combining those two major components of our compensation, it would appear the average SWA pilot is about 11.5% ahead of the average Delta pilot (23.5% - 12%). I guess that is close to where Roger value comes from.

But the question remains, is the median Delta First Officer on the 737? Is the median Delta Captain on the 737?

Quote:

Originally Posted by FmrFreightDog (Post 1159967)

A SID to an ILS. You want something more? As the pavement approaches, gently raise the nose.

If you do a lot of approaches to the same runway, you can shorten your briefing to "do you have any questions?":D

Where can thou go to see how many slots we had on the 737 line?

And is the 737-700 and 737-800/900 a different line? George? Where are you?

Spike Lee didn't tweet your home address did he?