I believe it is still being discussed.

 

And the first flight doesn't have to be on NWA, you can US Airways, United, etc. The backup flight does need to be on a NWA mainline or Express carrier.

 

I like the policy. I believe that we need to get this for all of us. It is going to be very hard for a lot of us to just move to placate all of the base movements. Lots of people need to stay put until the kiddos are out of the nest.

 

It is what I have been told, but as with everything. The policy is now out, so we may not see any action on it for some time.

I always though that it was more than fair that we traveled on DOH for the DCI carriers. Us and them. After all we own the flying, they are in effect ACMI operators.

 

Ok so can the second flight actually be two flights?
i.e. DFW to JFK,Delta only has one flight at 0815 in the morning operated by Comair and you don't get on that one then your next option is DFW-ATL-JFK(LGA)? Would this qualify?

(Usually doing the AA thing to LGA that they do every hour and half)

 

EV has 17 years left of their contract. That is correct 17 years.
There are a lot of gates that they need to pass though at certain annual predetermined points. The one of interest to many DAL pilots is year five. ASA needs to be in the bottom two in terms of cost of their operation in relation to ALL DCI operators. If not there are a few things that can happen.
1) DAL can impose the new costs on ASA and they can choose to accept them
2) DAL can cancel certain percentages and portions of their flying.

I will post a link to the non-critical (trade secret) portions of their DCI contract. It is posted and registered with the SEC.

It is a big deal. It appears that EV management is in their initial stages of cost control. It has the underpinnings of getting very ugly.

http://www.sec.gov/Archives/edgar/da...042_1ex1d2.htm

 

VERY interesting reading. I do not see the provisions you reference on my first read. The deal was done in September 2005.

The way I read it, Delta and ASA meet every five years and re-set Base Rate Costs and in the event they fail to agree, it goes to arbitration. Also, it does not appear Delta intended to transfer the gate leases, but everyone from ASA to Delta management say that they have. In the event ASA did hold gates, they could not do anything else with them unless Delta consents and in the case of the Atlanta gates, ASA is directed to transfer these to Delta the moment anything goes sideways.

Given the amount of information believed to be true, but conflicted by this agreement, I think it is likely we are looking through a keyhole into a room full of documents that have been amended and renegotiated beyond all recognition. This contract would be canceled by bankruptcy, yet we have all heard the asset purchase agreement was designed to survive bankruptcy.

The contract does specify the standards for accounting, which should restrict Delta's use of any shenanigans with Compass's operating cost advantage... not that they would do such a thing.

 

That it is. There are a lot of neat little tidbits in there. The really good stuff is blanked out.....

 

The other thing that hits me is the position the unions at ASA and Delta have the Company in over this contract. If Delta suffered a work stoppage, cash on hand would be eaten quickly by obligations to DCI.

It's kinda scary to contemplate to what extent the tail can wag the dog.

Also, it sure seems like ASA was being rented out, not sold.

 

Well Bar remember that conversation a month or so ago. Wonder why EV was included, you might have an answer now.....