Just my opinion but we have a growing group of pilots hired 07 and later that have never taken a pay cut at Delta. Matter of fact life has been pretty good for them, pay raises every year and going straight into widebody aircraft. Giving away something that you really didn't give up something for (PS) is easier then. This is a huge generalization but supported by a statement my rep said about year groups and willingness to give up ps

Well I am way newer than 07 hire and I find the PS loss a no-go on its face without all the other concessions. Not in this environment, it would be different if the company was hemorrhaging money, but it's not. Now is the time for very strong gains to be put in place. I don't get a vote but if I did I would drop my black stone in the basket!! Just sayin'

Great. Give scheds some more leeway. How much is anticipated? Which trips will the pull? I was a no voter when I thought it wod just be what the LCAs bid minus 25%.

This is ridiculous and gaurentees to be abused by scheduling. Gaurenteed. Not even close to the iron clad language I expect in a contract and abrogates seniority anyway. No.

Haha
 

Purple's points have always been valid. So are we gonna recall the ATL reps or what?

How would it be abused. The throughput of each training department is known down to the man. The amount of training is dictated by the AE results. Crew scheduling would also have nothing to do with this issue. Crew planning which is a different devision entirely would handle it.

If this is true, then at least we have ~1800 guaranteed NO voters to add to the growing list, right?

don't think it could be stated any better

Actually you can see many on here saying they voted for C2012 but will not vote for TA2015. When C2012 was being considered, there were many on here expressing their views and why it was good. Much more balanced. Now the "yes" voters are much less vocal...very telling. And I don't think it is because of hurt feelings.

Sure I'll share why I'm voting yes.

I'm voting yes because I find the overall package entirely reasonable for a short 3 year deal. It provides an industry leading compensation package AND guaranteed mainline growth. As I understand it the fabled contract 2000 had nice shiny pay rates but threw the Delta Express guys under the bus and unleashed a ton of RJs. On the other hand, this contract provides excellent compensation while growing mainline. 50 E190s will provide at least 500 mainline jobs at the best 190 pay rates in the world for a unionized airline. C2012 E190 rates are very very bad. Definite B scale. Also the notion that the E190 will replace the MD88 a wild guess and highly unlikely.

As far as profit sharing, at the end of the day they can cut the pie however they want to. As long as my compensation is more than before, I'm happy. To me, ending up with less compensation just because you're so obsessed with profit sharing is silly. It's simple math. A+B=C. Worry if what's after the equal sign. If it's bigger, mission accomplished. C2015 has a compensation package that can cannot mathematically be exceeded by C2012 in any regard.

Sick policy. I'm completely fine with the new rule. I don't call in sick unless I'm actually sick so no problem there. If I somehow exceed a threshold I have no problem getting a doctors note or them opening up my medical records to that particular sick call. The notion that the company will will have access to your entire medical history is false. Another internet rumor that's running wild.

LCA. Worst concession of the contract. I'll let them have it due to the increased pay and mainline growth. With A321, A330, 737-900, and E190 in 2016, then A350 in 2017. The movement will be epic and unprecedented. I believe it's entirely reasonable to give the company some relief here. Greenslips will still flow. United has a similar LCA deal and there is plenty of premium pay there. The reduction of manning by this concession is more than offset by increase of 500 mainline jobs on the 190.

JV. Very very complex language. Im waiting for the roadshow. It needs further explanation. Especially since VA is carved out and Alitalia is leaving. Since pilots are paid by the block hour and not be EASKs, it is a simpler metric to determine jobs. The internet exaggerations of widebody job losses due to 757s or 737-900ers being sent across the Atlantic make no economic sense whatsoever. Especially with A330s replacing the ERs. The union listed it as a gain for the pilots so I'd like to hear the reasons complete with graphs and charts.


Lastly, I have believe MD and the Negotiators when they say there no room left for gains. Sure we might get another TA quick but it definitely won't be better than this one. Judging by the history of this management team I think it's true. Ask Alaska management!

You say movement will be epic? Based on the addition of replacement jets or retirements?

If it's epic, it's because of seniority and one way to mitigate that is to cut out 10-20% of the required FOs.

There probably is no room left to get more with MD and these three negotiators. I'll concede that. But the company absolutely can afford more than 8033 and other concessions and to think otherwise is ignorant to all of the 3rd party information in the media.