NWA 747 captain pay at the merger. 178 an hour. No PS and 0 to minimal DC.
1 Jan 2017. 747 CA
Pay. 330.00
DC. 53.00
PS@20% 66.00
DC on PS 10.00

New Compensation total: $459.00 per hour.
Not to mention more soft money and major improvements in QOL contractual items since then.
I know you have been cast down off Mount Olympus and now have to fly with mere mortals so you will only be around 420.00 per hour.
Let's not forget funding into your DB pension plan at hundreds of million dollars to insure you actually get paid that in retirement.
Your life has been hell since the merger!

Wow, 178 an hour.

Some would say using laser guided munitions isn't fair. Too much reliance on objective data instead of feelings.

https://thaimilitaryandasianregion.f...h3ae.jpg?w=625

Scored as a direct hit.

Agreed with two of your three points. The company violated the contract and the compromise settlement was just that, a "compromise settlement." There was a significant risk of the adjudication being less, even zero. For the company there was a risk of the adjudication being more. It was a compromise and that compromise was the largest scope grievance settlement in history.

Contract Admin published a great deal of data on the effect on jobs, which if the company had hired for those positions was 60 positions made up of 20 Captains and 40 First Officers.

We still have the 48.5% measurement metric which now triggers a new Global BH protection which is 75,000 Widebody BH more than what is currently protected by the Virgin agreement (although that agreement measures in ASK, not BH).

You are right on a great many of your points. I would just encourage you to make your best case and not dilute your message with hyperbole and exaggeration. The data is there to support you and your support for good scope is appreciated by all Delta pilots.

How is 30,000 hours roughly 1 flight a day across the Atlantic?

10hr flight, 2x for round trip, = 20 hours

20 x 365 = 7300 hours

Someone please correct me. Seems more like 4 long round trip flights (SLC-CDG etc.) These aren't pilot block hours are they? That would get us closer by 3x.

Your confusing the EASK minimums with world wide block hour protections.

I am not. I have already made the assumption that the lower ratio is not being met. I was told the 650,000 hour floor is essentially 1 trans Atlantic flight below the current level of flying. (680,000)

How am I confusing the two? How many transatlantic trips could disappear if management complies with the 650,000 global hour requirement versus our current operation of about 680,000 hours? That is a reduction of 30,000 hours. I am trying to understand the DALPA claim of only a reduction of 1 trans Atlantic flight. If we operate the flying else where fine but the 30,000 hour reduction comes out of our present operations and that's way more than 1 flight anywhere.

Give it a whirl, I'll wait.

From contract FAQ's:

Last year the Transatlantic Block Hours constituted about 390,000 hours out of a total of about 687,000 international hours.

and,

Over the last 12 months, Delta has maintained 47.7% EASKs.

So, ... a little rough math:

390,000/47.7 = 8,176 hours = 1%

A further 1.2% drop from 47.7 to 46.5% = 1.2% reduction in TA block hours.

1.2 x 8176 = 9,811 hrs per year.

9,811/365 = 26.8 hrs/day

26.8 hrs/day = 8.9 hrs per pilot per day for a three man crew.

That may be a little off, but like the previous poster has said, the 30,000 hours relates to the Global block hour floor, not the transatlantic JV hours.

Hope that helps.

Simple, they can drop from the current 47.7 to 46.5. Depending on length and size of equipment that could be one flight. Can you tell me where this DALPA claim is?

This from the Contact FAQ's, Section 1 - Scope:

"Over the last 12 months, Delta has maintained 47.7% EASKs. In the event they drop to 46.5%, it is a 1.2 percentage point drop from TAJV current levels. To quantify, worst case the company could decrease about 1 transatlantic roundtrip/day from current levels. "