Yeah, you have to wear your hat!

If there is a hull limit, what about when all of those new mainline hulls come, when any mainline plane is parked, 3 76 seaters are parked? Right now that isn't the case, another ALPA blunder. Make them pay if they shrink mainline at all. I do know that if anymore 76 seaters show up, we won't ever get rid of them. That's not good.

Me too, please.

The regional carriers are suffering with an increasingly obsolete fleet. If we let them off the hook with an increase in the number of allowed aircraft or no limit, we're idiots. Once the aircraft are purchased they'll figure out a way to get around any block hour limits. We need to watch obsolete RJs die and the flying they're doing slowly return to mainline.

Agreed. This is where the men/women get separated from the chest thumping web warriors.

ACL is throwing out the reasonableness arguement.

Others are throwing out the scopehawk arguement.

90% of the seniority list goes to payrates first. (just a guess on the percentage)

I personally find it impossible to believe that expanding 76 seat flying is the "opportunity" that caused the company to be willing to open early.

I might have to agree with Sailing, we may never see this TA if scope is relaxed. (By relaxed I am referring to more big RJs - the 50's are going away anyhow.)

Exactly!! Why in the world we would allow more when times are good and we don't need to bend is beyond me.

Here's the problem Scambo. This is from our Council 20 chairman's letter just released:

"As one of my peers recently commented, “Scope must stand on its’ own (in this contract). It must be an improvement”. Thus, improvements in other areas of the PWA cannot overcome a reduction in scope protection. I agree. Section I is about much more than RJs, though one of the goals of our contract opener is to “improve the balance of flying between Delta and DCI”."

Notice everyone singing from the EXACT same playbook. Never any talk of not allowing any more large RJ's (or God forbid reduce them), ONLY the nebulous "improving the balance".

We'll only win this with a totally unified front from the bottom half of the list. The junior guys are so critical this time.

Carl

They are going to allow more 76 seaters and tell us that our scope overall improved. I flat out asked my rep is there was any possibility of more 76 seaters being allowed. He said he is not allowed to discuss specifics. The answer above is politically correct. It means nothing though.

Carl,

Since I normally don't agree with you, I am going to ask you, with all due respect, how you interpret the above bold text. I received the same letter. I happen to be not such a "glass half empty" type of guy.

First, as stated above, it was communicated to C20 members that "SCOPE MUST STAND ON IT'S OWN. IT MUST BE AN IMPROVEMENT". My interpretation of that communication is that we "reel scope back in". How else can scope be "improved" if we don't regain what was previously lost?

Secondly, it's stated again that "IMPROVEMENTS IN OTHER AREAS OF THE PWA CANNOT OVERCOME A REDUCTION IN SCOPE PROTECTION". Again, as I mentioned above, how do you interpret the statement of, "other areas ..... cannot overcome a reduction in scope protection"?

Thanks,

GJ

Forwarded from a C20 pilot.
 

May 2, 2012

From: Council 20 Chairman

To: Council 20 Pilots

Subj: Contract Negotiations



Early last year the Delta MEC began the path towards contract negotiations. We began by defining the process necessary to achieve our goal to improve the pay, working conditions, retirement, benefits, and job security of Delta pilots. The MEC created a time line which included duties and responsibilities, projects to be completed (e.g. contract survey, costing, contract history, contract comparison, etc.). We held special MEC meetings that allowed for MEC internal discussions and eventual direction to the Negotiating Committee.



In January 2012, at a special MEC meeting held in Washington D.C., Mr. Anderson, Mr. Bastian, and Mr. Campbell spoke to the MEC. In very general terms, Mr. Anderson laid out his near term goals for the airline and potential time constraints that could affect those objectives. After listening, careful consideration and much debate, the MEC agreed to further investigate the opportunity to open Section VI negotiations early. These discussions led to our current expedited negotiations.



As MEC Chairman Captain Tim O’Malley noted in his recent Chairman’s letter, negotiations have progressed at “a pace that one would normally not expect to see until the late stages of negotiations.” This is the result of:

· Extensive preparation by the MEC and our pilot volunteers/ ALPA staff/contract professionals

· Letters of Agreement and Memorandums of Understanding completed in the last three years

· Recent Scheduling and Training Optimization Team results; implemented via these recent LOAs, which have cleared much of the “underbrush” that would normally have been addressed in Section VI negotiations

· Statistically valid contract survey results

· The right negotiating team

· Definitive MEC direction to the Negotiating Committee

· A mutual interest in actively seeking an agreement

Though the information in the Chairman’s Letter is welcome news, and certainly all sections of the PWA have value, there remain two critical sections of the PWA among others that have just entered the discussion phase; Sections 1 and 3 (scope and compensation). Since we are in uncharted territory, even for an expedited negotiation, there is not sufficient information to suggest that agreements on scope and pay will occur at the same rate as the other sections of the PWA. The MEC must continue to follow the process, not hurry, and continue to adhere to and be guided by the priorities of our members. We have not reached the point where the expedited negotiations should be placed in the critical “limited time bucket” and fall prey to a self-imposed sense of urgency. Any agreement must be the right agreement regardless of the timeline under which it is negotiated. Until and unless the MEC alters the parameters of our direction, the Negotiating Committee is bound to work within those parameters.



To expand on comments I made in the Council 20 Newsletter, our contract opener is a reasonable and measured response to pilot sacrifices, the compensation of our peers, and the current and future financial health, stability, and market force of Delta Air Lines. As I have discussed previously with you, there are many opportunities available to grow the revenue and market share of Delta Air Lines. The crucial step to reach those goals is a stable work force with known costs. This can be achieved via a comprehensive pilot contract as the other employee groups are non-union.



As Captain Dickson noted in his April 29th Flight Ops Weekly Bulletin, “Even with fuel prices 14% higher than last year, this week we announced a March quarter pretax loss of $36M, excluding special items, which is $355M better than the first quarter of 2011. This places us $123M ahead of our plan year…we are outpacing all carriers in year-over-year margin improvements. Our Network strategy is working extremely well, and that’s causing our revenue generation to outpace the industry. For example, United saw a 2.6 point decline compared to our 4.6% pre-tax margin expansion…ancillary revenue is continuing to give us a big boost, and we are hoping to have an incremental $135M improvement compared to last year…we expect 2012 to be more profitable than 2011, even with higher fuel prices”. Richard Anderson also spoke of strong future profit expectations, in the range of $2.5B, at the Line Check Airman meeting the week of April 17th.



As I wrote you last month:



“Pilots have sacrificed pay, benefits, promotions, and pensions over the last decade. We have worked with the company through the merger and the JCBA process. We have crossed the deep water of Chapter 11 and a merger and created a combined airline that has the opportunity to be the preferred domestic and international airline.



Delta Air Lines is not:

· a low cost carrier

· an airline in bankruptcy

· a merged airline still flying a separate route structure and not enjoying the synergy benefits

· a company where management and ALPA cannot work together to reach a contract

Delta Air Lines is:

· two years ahead of the competition in the merger process

· a profitable airline even during a slow economy

· enjoying a higher PRASM (Passenger revenue per available seat mile) than our competitors

· able to pass on most fuel costs with fare increases

· increasing our market share

· acquiring high profit corporate accounts from our competitors



The ability to leap ahead even further rests with the decisions of Delta management”.





Linear thinking is a characteristic of pilots. I assure you that Delta management’s thought process is multi-faceted. The purchase of an oil refinery with numerous components and players is an example of management’s innovative strategy to increase revenue and address/reduce costs.



As one of my peers recently commented, “Scope must stand on its’ own (in this contract). It must be an improvement”. Thus, improvements in other areas of the PWA cannot overcome a reduction in scope protection. I agree. Section I is about much more than RJs, though one of the goals of our contract opener is to “improve the balance of flying between Delta and DCI”.



So far, I am pleased with the progress of negotiations and the agreements (in principle) that have been reached. If all sections are completed, a comprehensive tentative agreement will be presented to the MEC. When my questions and concerns have been answered and addressed, only then will I consider a decision on how to vote on this agreement. I ask you to do the same and to do your best to not be distracted by the numerous unfounded rumors that are circulating.



For many of the pilots that I represent this will be our last contract. I request that you consider the current state of our profession compared to when we were hired. We may be the first pilot group to negotiate and approve a contract in this post-bankruptcy and merger era. We have a responsibility to our profession and to our fellow pilots to move the bar higher…..and by a considerable distance. The opportunity is before us. We should not pass on this opening to set a new standard for pilot compensation, working conditions, benefits, and scope for the sake of expediency or short term rewards. We have many differing backgrounds and have arrived at this point in time through numerous merged airlines. We, the pilots of Delta Air Lines, can return our profession to the proper course through our resolve and participation in the negotiation process. Do not let past frustrations and disappointments distract you from this rare opportunity to make a difference not only in the life of your family, but in the direction of this industry and the recovery of our profession. If we reach an agreement and if the MEC ratifies that agreement, through your vote you will have the last word in the form of membership ratification.



Scott, Drew, and I are always available to listen and respond to your concerns.



Fraternally and respectfully,



Tom