Scope notepad out
10-09-2016 | 11:49 AM
#22
Line Holder
Joined: Jul 2008
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From: 3fidy
Unity is 65% agreeing it was an obviously crap deal. What your doing is trying to convince everyone to pickup the bone you obviously have to pick with ALPA for a past injustice perpetrated by the company, in the middle of a negotiation. That would hold us all hostage to your version of a cba and your version restoration.
10-09-2016 | 11:57 AM
#23
Gets Weekends Off
Joined: May 2015
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From: A350 Both
Unity is 65% agreeing it was an obviously crap deal. What your doing is trying to convince everyone to pickup the bone you obviously have to pick with ALPA for a past injustice perpetrated by the company, in the middle of a negotiation. That would hold us all hostage to your version of a cba and your version restoration.
10-09-2016 | 12:22 PM
#24
Can't abide NAI
Joined: Jun 2007
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Anyone know the answer to these questions since they weren't included in the NN?
- How many jobs does the 2% concession in the TAJV cost us in the Atlantic theater?
- Since the US population is more than twice the other TAJV countries' population combined (322M/143M) one would think that the JV is flying US ticketed passengers by a margin of 2 to 1. The appropriate production balance would be around 33% Euro/66% US. What is the Company's rational for Delta pilots to fly less than half of the combined passengers, consisting primarily of Americans?
-If the new floor of block hours for TAJV is 650,000, what are we currently flying? If it 640,000 then that's a decent protection. If it's 600,000 or less, that's basically pointless.
- How many jobs does the 2% concession in the TAJV cost us in the Atlantic theater?
- Since the US population is more than twice the other TAJV countries' population combined (322M/143M) one would think that the JV is flying US ticketed passengers by a margin of 2 to 1. The appropriate production balance would be around 33% Euro/66% US. What is the Company's rational for Delta pilots to fly less than half of the combined passengers, consisting primarily of Americans?
-If the new floor of block hours for TAJV is 650,000, what are we currently flying? If it 640,000 then that's a decent protection. If it's 600,000 or less, that's basically pointless.
(1) Pretty close to 85 (extrapolated from Contract Awareness Bulletin 15-07) However, be aware that the contract still requires 48.5% or an international widebody block hour floor also kicks in.
(2) Makes sense, but that is not how the data shakes out. Some of these numbers are posted in the Scope Compliance & Analysis reports. On the trans-Atlantic markets the passenger mix DL/partner is pretty close to an even 50/50. On other markets, like South America, the mix from airlines like GOL (who does not serve the same markets Delta does) is something like 10/1 in favor of Delta. (SC&A reports)
(3) We do not have the data for the exact metric measured, "global widebody block hours + trans-Atlantic 757" but total international block hours in 2014 was 662,403 (SC&A reports)
10-09-2016 | 12:24 PM
#25
Can't abide NAI
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
On the scope notebook what I find interestingly absent is anything about interport flying by ChinaEastern, and SkyMark, and Korean Air....We used to have a hell of a lot of really big airplanes totally full out there, and it is very interesting how that has evaporated, and the usual shills keep saying "well the block hours are in compliance"....Smoke and mirrors.
10-09-2016 | 12:27 PM
#26
Can't abide NAI
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
OK admittedly just a first read. I still have questions for my reps. I like the improvements in control and fragmentation. I like that they are addressing the global threat of affiliates. I like the new language protecting the Delta brand. I like that there are no changes at DCI with regards to the number of large RJs, but I would have liked to have seen a better block hour ratio. The Air France, KLM, Alitalia JV seems like more of a wash. A slightly lower EASK limit, but a two year look back versus 3 and no cure period. I do like that they added a minimum international block hours. With more JVs on the horizon capturing more block hours across the globe as opposed to just across the Atlantic may prove important. Maybe I missed it, but I'd like to see what percentage of our international flying that represents. Overall I think our Section 1 is somewhat better than what we currently have due to improved fragmentation and control language, brand protection, and a minimum international block hour limit. My big disclaimer is that this is just a first look. I'm willing to listen to reasoned opinions both pro and con.
10-09-2016 | 12:30 PM
#27
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From: Moving left
"Due to the ensuing decline in the European market, Delta elected to transfer that planned growth to other international theaters, putting them out of compliance with the AF/KLM/AZ JV agreement. While this resulted in a grievance that the Company settled with the Association for $30M, Delta’s total growth in international widebody flying during that period was essentially the same as it would have been had Delta complied with its agreement with us."
I'm not following this logic. If there was money to be made elsewhere around the globe and we shifted to increase market share and generate revenue, we should have been doing that IN ADDITION to the company's continued compliance with the contract. That activity would have resulted in more wide body jobs, and more hiring.
What am I missing?
I'm not following this logic. If there was money to be made elsewhere around the globe and we shifted to increase market share and generate revenue, we should have been doing that IN ADDITION to the company's continued compliance with the contract. That activity would have resulted in more wide body jobs, and more hiring.
What am I missing?
10-09-2016 | 12:31 PM
#28
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Joined: Jun 2015
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Unity is 65% agreeing it was an obviously crap deal. What your doing is trying to convince everyone to pickup the bone you obviously have to pick with ALPA for a past injustice perpetrated by the company, in the middle of a negotiation. That would hold us all hostage to your version of a cba and your version restoration.
sooo....apparently the 'obvious' wasnt at all, to our highly paid cba and its operatives.
of course had you been paying attention the last 30 years.....you might have already become aware of that unfortunate circumstance.
you two view dissent as a threat. which is precisely the approach that created so much of the economic damage this group has endured.
fortunately im thinking you both are in a decreasing minority around here.
10-09-2016 | 12:32 PM
#29
Can't abide NAI
Joined: Jun 2007
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Just because the DPA does not understand the Railway Labor Act does not mean it does not exist. Scope grievances are expedited into arbitration, the result of which has the same effect as a Federal District Court decision with less right to appeal. The association may seek compensatory and punitive damages.
10-09-2016 | 12:37 PM
#30
Gets Weekends Off
Joined: Oct 2016
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From: Moving left
Three Answers, to the extent of available public data:
(1) Pretty close to 85 (extrapolated from Contract Awareness Bulletin 15-07) However, be aware that the contract still requires 48.5% or an international widebody block hour floor also kicks in.
(2) Makes sense, but that is not how the data shakes out. Some of these numbers are posted in the Scope Compliance & Analysis reports. On the trans-Atlantic markets the passenger mix DL/partner is pretty close to an even 50/50. On other markets, like South America, the mix from airlines like GOL (who does not serve the same markets Delta does) is something like 10/1 in favor of Delta. (SC&A reports)
(3) We do not have the data for the exact metric measured, "global widebody block hours + trans-Atlantic 757" but total international block hours in 2014 was 662,403 (SC&A reports)
(1) Pretty close to 85 (extrapolated from Contract Awareness Bulletin 15-07) However, be aware that the contract still requires 48.5% or an international widebody block hour floor also kicks in.
(2) Makes sense, but that is not how the data shakes out. Some of these numbers are posted in the Scope Compliance & Analysis reports. On the trans-Atlantic markets the passenger mix DL/partner is pretty close to an even 50/50. On other markets, like South America, the mix from airlines like GOL (who does not serve the same markets Delta does) is something like 10/1 in favor of Delta. (SC&A reports)
(3) We do not have the data for the exact metric measured, "global widebody block hours + trans-Atlantic 757" but total international block hours in 2014 was 662,403 (SC&A reports)
This is bad for us. Very bad. I don't understand why they are spinning it as a protection or positive thing. I guess we are all just too dumb to understand how scope concessions hurt us.
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