5.74% of gross earnings less that the current formula, further reduced by impact of the PTIX definition change. That hasn't been quantified, because "modifications" to executive compensation further reduce the size of the profit sharing pool.

We are a domestic airline with a couple of token international flights. Hence, no reason to acquire used 777s, we have too many international WBs as is. :mad:

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The only answer I gave on the contract survey was that we need to make all scope and JV language 100% airtight before any action was taken on PS. We will shoot ourselves in the foot 100x worse than post 2000 if we give up PS while the company turns into a ticket agency for other airlines.

The big question will be what will the company ask for in regards to profit sharing givebacks. What they have for the non-contract employees goes well beyond what they asked for during our negotiations and is an automatic no vote from me unless we get something HUGE in return.

International scope is the new area focus. This is what we need to protect. Delta wants to sell tickets. Our only hand in that honey pot is with profit sharing. Dont touch my Profit $haring!!!

hence changing the name to 'pension subsidy'.......then go suggest to the pilot group ....."So lets trade our pension (subsidy) for pay rates?"....and see what the reaction is going to be.

its all about the language.

Even more reason why we need to band a330 and 767-400 pay to our 777 pay.

We need to match industry standard that is already enjoyed by AMR and UAL.

Especially being that within 5-6 years, we will have 82-86 a/c that would fit that combined category.

Wait. We patterning up or down? The OE trip language was patterning down and remember they said that it matched what everyone else was doing?

Well. That was the Moaks who did that. Hopefully the Malone's won't. But isn't it Moaks on the NC?

This is before my time at delta, so correct me if I'm wrong here, but wasn't there a large chunk of PS that was return in C2012 in exchange for other things? We should also be focusing on what the PS payouts WOULD HAVE been had that not occurred. I think this will only cement the argument more DO NOT TOUCH MY PS...as the PS gets wittled down more and more, delta starts to expanded its business model more and more outside of the it's employees, and JV contracts grow, how will we ever capitalize on the company profits? What we have is a major bargaining chip for us, and I for one will not give up my hold of it unless the company is willing to pay bucko bucko bucks. It's clear that Delta has an insational thirst to expand the company outside of the traditional airline footprint. The only way we take advantage of that (after our wide body airplanes shrink, our routes get doled out) is through scope language, and PROFIT SHARING. IMO the two largest threats with TA2015 was what the company (and the union) tried to do with JV and PS.

How come we have so few WB compared to other majors? Why is it so hard for us to keep orders or the WB we already have? What makes our contract different than AA or UAL or the EU carriers for that matter? Lufthansa just ordered 747-8 and 777-Xs... how can it be?