I am former NWA. I don't care who's behind me on the list as long as they're behind me. I do like the degree requirement, but I know there are current Delta pilots hired at Western, Republic, North Central, etc. that do not have one. All I am saying is that the consequences in the contract if the flow ends are more beneficial to me than the flow staying. That's the truth like it or not. I personally do no think the company will follow through with those consequences. DALPA needs to enforce the DALPA PWA. Whether the flow ends or stays should not be a DALPA priority. That's a management decision. This is why Compass was spun off to it's own MEC. The Compass MEC priority should be keep the flow at all costs. The mainline unions and contract carrier unions have conflicting priorities. This situation is no different. I have no idea what is going to happen. I'm just giving my perspective on the situation. If you want me to stop, just say so, and I will. I'm sorry I'm not saying what you want to hear.

I could be wrong about this, but why would Delta kill the flow and have to park/get rid of their most economical aircraft in the regional market...

That is an excellent point. Delta does not like the flow. They don't want to take seats out of aircraft or limit the Compass 175's. This is where DALPA enforcing the contract could help the Compass pilots. DALPA is directly representing the Delta pilots, but the Compass pilots could benefit.

I don't think they will kill the flow, or the flow down that is. My guess is they are attempting to kill the flow up, and hoping we will agree. They're probably thinking we will be happy so long as we have the flow down, and that they'll just keep the 76 seaters.

Thing is that doesn't fly with me. I'd just as soon work at Home Depot then flow down to a company owned by HK. If they want to kill any part of the flow, then 76 seaters will be parked.

Spot on, johnso and hockey. They can't have their cake, as they say.

I'm not an expert and haven't studied aviation history. I would think you are correct. I do wonder however if the high end of the salary spectrum is being held up by the low wages at the regional level. I think one experiment that might prove or disprove this theory is to raise the salaries at the regional level and see what happens. The flying might be brought back in house and there might be pressure to bring down wages at the top.

Are you talking about the turbo-props? They had a chance to extend the leases and keep regional flying at the regional level, they passed it up.

I agree with you.

Why do you guys feel that the decision on whether to continue the flow is management's alone?

DALPA can kill it all on our own. And we should.

b. The right of any company pilot to Flow Down to MSA, or MSA pilot to Flow Up to NWA, pursuant to the terms of this Letter of Agreement, shall be effective only so long as MSA remains an Affiliate of the Company, provided the parties will, prior to the termination of the Flow through rights referenced herein, meet and confer for the purpose of discussing whether continuation or modification of this Flow Through Agreement would be appropriate given the circumstances at that time. Any continuation or modification shall require the mutual agreement of the parties.

Speaking of turboprops - why do you think almost no one else flies them? At one of the meetings, the network guys say people will book away from turboprops if they can: ie, take another airline who offers a jet, RJ or not.