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-   -   Details on Delta TA (https://www.airlinepilotforums.com/delta/88532-details-delta-ta.html)

shiznit 08-24-2014 12:38 PM


Originally Posted by tsquare (Post 1711654)
Agreed. Profit sharing is a benefit that cannot be counted on. To include it is extremely disingenuous.


Originally Posted by TheManager (Post 1711603)
Why do you continue to add profit sharing to any of our rates?

It is not a valid comparison. Then again, most people here know that.


Originally Posted by Timbo (Post 1711477)
You might want to change the batteries in your calculator SF.

1.15 x $270 = $310.50, which is still $9/hr. below our 2004 pay rate, 11 years later, oh, and 11 years ago we had a DB plan too! :rolleyes:

PS certainly is a part of yearly compensation calculation, and it's in the same part of the PWA as the rate tables.

If one chooses to not include PS as a valid component of Section 3 in the current PWA, then to give equal credence there should be no inclusion of a DB value when talking about retirement plans then versus present.

There continues to be an unhealthy and inaccurate focus on "rates". It is a woefully incomplete data point with which to make a valid comparison on the compensation we receive. We are still way under-compensated overall, but the focus needs to be increasing W2, days off, and other QOL also...... NOT just one part of Section 3.

Alan Shore 08-24-2014 12:42 PM


Originally Posted by TheManager (Post 1711603)
Why do you continue to add profit sharing to any of our rates? It is not a valid comparison.

Why not?

To the extent that profit sharing is based on a percentage of our wages, it becomes a variable component of those wages. So, if Airline A pays $100/hour with a profit sharing plan that can pay up to 20% and Airline B pays $100/hour with no profit sharing plan, one can correctly state that Airline A pays its pilots a variable rate of $100-120/hour and therefore more on average than Airline B (assuming an average profitability > 0).

Alan Shore 08-24-2014 12:47 PM


Originally Posted by Timbo (Post 1711479)
You don't think Delta's $Billion PER QUARTER is more leverage than the $1 Billion Delta made in all of 1999?

And how about the upcoming retirement wave? And the 1500hr. rule? You don't think that adds more leverage than we had in 1999-2000?

And what about the consolidated industry, fewer fare wars, record earnings. Is that not leverage?

And what about our 401K's in our name, vs. losing a DB plan if you walk? Is that not more leverage than we ever had in 1999?

I agree that all of these, except perhaps the 401(k) piece, provide us with leverage we did not have in 2000. The industry comparison is the one component that is still not as good as it was back then.

I'm hoping that, in aggregate, our leverage is higher now than it was then.

Alan Shore 08-24-2014 12:48 PM


Originally Posted by gzsg (Post 1711488)
The leadership and communication for C2K was lightyears better as well.

They were certainly more vocal and antagonistic toward management.

gloopy 08-24-2014 12:49 PM


Originally Posted by Alan Shore (Post 1711803)
Why not?

To the extent that profit sharing is based on a percentage of our wages, it becomes a variable component of those wages. So, if Airline A pays $100/hour with a profit sharing plan that can pay up to 20% and Airline B pays $100/hour with no profit sharing plan, one can correctly state that Airline A pays its pilots a variable rate of $100-120/hour and therefore more on average than Airline B (assuming an average profitability > 0).

Then one could just as honestly say that a 20% reduction in profit sharing was the same as a 20% reduction in pay?

Of course the big variable is the sustainability over time of profit sharing in a highly cyclical industry. Some say it shouldn't count as pay since it could end if the profits do, but then accuse anyone who says the economy may not be as robust as some claim as managing expectations.

The one thing for sure is that the company can always afford to pay it. If we trade it away for a raise, and the profits stop, will we be able to hold on to that raise? Imagine a multi billion dollar swing to the negative for a few years. Would we really end up keeping the raises we got by trading profit sharing for them?

I think we have given enough profit sharing away. There is no need to give up more. We are also due raises. No matter what raises we get, we will only get profit sharing if there are profits to share. If we get raises and still have big second tier profits, then by definition the company easily could afford both. Them saying we musy fund our big raised by giving up profit sharing is bad faith IMO because they are basically saying even with those raises they are expecting big profits, particularly second tier profits. Giving up one for another only gives the company upside protection since the downside protection is already built in.

Alan Shore 08-24-2014 12:51 PM


Originally Posted by DAL 88 Driver (Post 1711499)
You want the most we can get... and with no specific goal in mind. So if "the most we can get" (with no specific goal) ends up being 4833, you're cool with that.

Did you even read my response to your direct question as to what I'd like to see in C2015? You never responded to it.

Purple Drank 08-24-2014 01:09 PM


Originally Posted by shiznit (Post 1711801)

There continues to be an unhealthy and inaccurate focus on "rates". It is a woefully incomplete data point with which to make a valid comparison on the compensation we receive. We are still way under-compensated overall, but the focus needs to be increasing W2, days off, and other QOL also...... NOT just one part of Section 3.

So you agree that QOL is inadequate. Yet you and all the Dalpa regulars pushed hard on C12 with negligible overall improvements--in return for flat-out concessions--in the interest of "fleeting opportunities" and "the time value of money."

Will you go on the record now, opposing any TA that doesn't meaningfully improve compensation and QOL?

No more "extenuating circumstances" excuses for a bull**** contract.

Show me the money and time off.

tsquare 08-24-2014 01:37 PM


Originally Posted by Flamer (Post 1711662)
Don't ruin the attempted sales job with logic like TFP conversions, actual W2 pay, non-guaranteed pay like PS etc. not to mention the basic failure where we are comparing 777 pay to 737 pay. Let's just start 73 to 73 and do w2/TAFB. It will blow your mind how far ahead SWA still is.


OK. Show your work. And fwiw, I couldn't care less about pay rates or TFP conversions. It is all about W2. Period.

So go ahead. Blow my mind.

tsquare 08-24-2014 01:44 PM


Originally Posted by sailingfun (Post 1711706)
I think that is the first time I have mentioned profit sharing with the rates. When SW was getting profit sharing and Delta was not it was certainly mentioned often on the forums. Personally I would rather monetize the profit sharing and have it built into the rates. Most on here feel differently and seem to value it greatly. Profits in the airline industry go away fast.

If you want to monetize the PS, that's fine. But that should not be part of the consideration for the upcoming contract as far as pay rates go. Delta IS going to be making money, and lots of it over the course of the upcoming contract. So that monitization of the PS should be over and above the pay increases we should get in this contract. Good luck getting the company to buy off on THAT, but if you think it can be done I'll listen. I'd still rather takes my chances with the likes another Barry Obama in the WH, but to trade it for pay "security"?? nuh uh. The loudmouths are right on this one. We shouldn't pay for our raises with a PS reduction.

tsquare 08-24-2014 01:48 PM


Originally Posted by DAL 88 Driver (Post 1711745)
Well boo frickin hoo... I don't CARE if our "cost" to staff a 737 is higher. SWA has efficiencies built into their business model that Delta can only dream about. And Delta has revenue potential built into our business model that SWA can only dream about.

What matters in this comparison is how much we make. (And, really, I think the comparison should be SWA 737 to Delta MD-88/90, based on the type of flying done and number of pax carried.) If the average SWA Captain is making more, then that's a relevant data point that could be used in helping to make the case for increasing/restoring our pay.

Don't get so lost in the MIT data, sailingfun. There's more to the story than that.


Uh oh.... oh hell..... um.... I agree with you.


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