Details on Delta TA
#851
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.
#852
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).
#853
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?
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'm hoping that, in aggregate, our leverage is higher now than it was then.
#855
Gets Weekends Off
Joined: Jul 2010
Posts: 12,831
Likes: 172
From: window seat
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).
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).
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.
#856
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.
#857
Straight QOL, homie
Joined: Feb 2012
Posts: 4,202
Likes: 1
From: Record-Shattering Profit Facilitator
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.
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.
#858
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.
#859
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.
#860
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.
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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