If I alone were King, my opener would be simply. "Delta pilots perform all Delta flying." Then I would go on to define Delta flying in as broad a terms as could be conceived ... and negotiate from that position of unity and strength.

The place to start is within our own LECs. We need to continuously, vigorously and doggedly lobby our own Reps, convincing them that the only solution is one which unifies Delta flying and Delta pilots. We need to stay on this out sourcing issue like Michael Moore stays on a Cheeseburger, until it is all gone.

Frankly, we do not have the will to use the tools at our disposal. Until we build that will in our Representatives, our own thoughts on leverage mean very little. Frankly, a nationwide SOS against the RLA is long over due, but no one is going there (and I'm not suggesting it).

So, if I may proffer "Plan C" which is pretty much what we are doing here. Communicating, supporting our Reps and holding ALPA accountable for results.

 

Timbo,

There are several solutions to avoid the concerns you have raised. The solution we suggested back in 2000 when the ASA, Comair & Delta tie up was kicked around went something like this:

• Pilots from each pre merger airline maintain their pre-merger number for bidding their own equipment.
• and Pilots are given a Delta seniority number (either staple or via arbitration).

Then pilots remain in their own system until able to bid unfilled vacancies on the Delta list. All new equipment is flown on the Delta list.

If there are furloughs, each group furloughs out of their own company order, out of their own list.

Eventually, through growth and fleet renewal, everyone is on the Delta list flying Delta equipment. The good part of this model is that folks bid into openings, mostly when they choose and when their seniority can hold it.

In the ASA / Comair proposal, we wrote a DOH zipper for the regional jockeys and a staple on the bottom of the Delta list.

Ten years later there is a squabble about whether or not this existed. Regardless, this model seems like it would work well in an instance where there was no overlap in equipment (which is by design in our scope language).

 

I have no idea how or why you compare going from the MD88 to the DC9 to flying an RJ. Especially, when as of now, by seats, I think the DC9 isn't even the smallest aircraft on property (737-700 and 319 -- 124 seats/ DC-9 -50 -- 125 seats).

How has it worked out for the former DL MD88 guys, by the way? The last time I flew the -9, either we were following an -88 to wherever we were going, or they were following us.


New K (Defender of the -9, forever.)

 

Most 2yr Delta pilots already were 15 yr RJ Capts. What do you think the arbitrator would do with that?!

 

I personally listened to what Comair had to say about a seniority list integration. They wanted the list done via ALPA merger policy and stated that they would pursue DOH within that policy. They would not except a staple under any circumstances. Regardless it was all a moot point since management controls the seniority list not the union. Management had zero intention under any circumstances of merging those lists.

 

Here's something to celebrate:



Nobody died after a "catastrophic mechanical failure on takeoff" and crash into an apartment building.

http://www.wavy.com/

 

That's a tragic sight. That was my favorite plane as a kid.

 

I like the concept, but as Sailingfun said, THEY won't like it one bit! And by THEY, I mean their most senior, the ones who have already been turned down at every Major and are lifers there. That's the problem, how do we get THEM to agree to it?

I remember some of the most senior Com Air guys spewing things like, "I'll be able to hold 767 Captain!" at that time.

Yeah...right.

 

You can probably get that one pretty cheap...