I didn't count 7ERs at any of the airlines- because it pays narrowbody pay.

 

I didn't say that. I said if you are interested in more long haul opportunities among the 3 legacies- UAL and AAL trumps DAL. That's all. They have more higher paying equipment than we do by far. It is what it is. Even on the narrowbody front, we have more lower paying equipment like the 717, M88 and now the CS100 than United or AA. The other 2 legacies have more higher paying equipment. Just some things prospective applicants are considering and should consider.

That said, Delta is still a great gig. If you live in a Delta base, it is almost a no brainer. And things can change in years to come.

 

This reminds me of the same argument I had with a few DALPA MEC guys back in about 1993, when we were allowing the RJ's to grow, after we had just parked the DC9's.

Many of us said, "If the company wants to buy RJ's, fine, but WE should be flying them!"

The MEC said, "WHO would want to fly that little POS? We will never get any military guys to leave the service to sign on as new hires if they know they'll be stuck in an RJ right seat at those pay rates..."

I said, "I'll bet if you call all our furloughed pilots, THEY would LOVE to fly them, and flying right seat in a little jet beats flying 727 engineer on the B Scale, and we never had any problems getting military guys to do that!"

The Delta MEC has been -against- bringing RJ flying to mainline for many years due to that argument. Curly Bird on Chit Chat is still against it, but he was of the MEC vintage I just spoke of.

We are finally regaining the flying we gave away 20 years ago. Now we need to work on the pay rates.

 

WHAT?!

The pacific is not growing, its shrinking. Our partners are growing though.

 

Looks like capacity is shrinking due to the down guaging of aircraft from 747 to 777/ER/330 and overflying Narita from Seattle.

IMO it doesn't look like pilot block hours in the Pacific will decrease, especially when the A350 arrives.

 

I sort of agree with your premise but to make it more correct (in my opinion) you should be discussing top paying seats and drop the WB/NB description.

When DAL 767ERs paid more than WBs at UAL and AMR did those WBs not count?

Most Pilots (less a few large ego types) care much more about pay, and hence QOL then having 2 aisles.

Like I said I agree with your premise - based on pay - do not agree with not counting 767s as WBs - because they are WB.

Scoop

 

With Curly being allowed back and JPIV made a moderator Chit Chat has little to recommend it any more.

 

EASKs are the standard for industry agreements. Stick with a single metric or the production balance is meaningless. Block hours are useless to match the flow of commerce outsourced. 1.E. covers non JV codesharing. Too lengthy to post but there are some good protections especially for higher ownership levels. They just need to be enforced not treated as negotiating pawns.

 

Much of the argument I've seen has focused on the number of airplanes. My only point was that the number of dual aisle airplanes we have is similar to both United and American. Seems to me our focus, along with scope, should be to get the ERs to pay an appropriate amount.

 

I was going from memory. I was JFK based flying LRs to mumbai and thought all the LRs had been delivered. In fact even today, wouldnt have guessed the merger was announced in 2008.

Speaking of LRs, on a mumbai trip, I forget which tail number it was but it was brand new, maybe 11 total hours on the ship. We were flying its first revenue flight. Directly overhead Frankfurt Main, the SAARU broke. We werent etops anymore so we pressed on to Mumbai. Things you dont know until something like this happens...mean time between failure on the saaru is 80,000 hours. It costs $750,000 and it was covered by the warrantee. Lucky us got an extra day in Mumbai.