What happens if ALPA sandbags us on the next consolidation or contract go-around and we (Delta pilots) are forced to file our own DFR lawsuit against them?

We'll have to get in line behind the TWA guys. The cupboard will be bare.

If we keep them on the property, there is no downside for ALPA. There is a HUGE downside for us.

 

Since we're talking hypotheticals If DPA was to be a complete failure where would the $$$ come from in a DFR suit????

 

I'd like to see RJ's banished entirely from all NYC airports...but how exactly does this "help" regionals? It doesn't increase the number of RJs, it just moves their flying from somewhere else, no?

 

Kitty Hawk insurance.

Carl

 

 

Sort of, if a company enters into long term agreements with them. But over all doing that (banning them in NYC or just market based forces) applies more pressure to make that flying unsustainable. In the end it will be reduced. At first that flying will be spread out elsewhere because its already paid for (just like binding airplane debt, only worse) but forcing water to run uphill gets expensive quick.

I'm convinced that if we allowed 255 more large RJ's the company would commit to them regardless of "need" or even pilot cost. In any case we are now told that these CPA/ASA/RFP/OPP agreements are "at risk" but I wouldn't put too much faith in that. I haven't seen much more than penalties here and there for cancelled flights and poor on time performance.

Truly at risk would be a (one way check valve limited) revenue sharing only program with no obligation to pay for gas or any other expense and a quickly reached hard cap on the revenue that would be shared. But we're not going to see strong agreements like that. They couldn't get the credit to pretend to purchase or lease the aircraft in the first place (ergo its still 100% our debt in real life). Companies will engage in predatory bargaining by submitting impossible low ball bids to get the work and once they have it they will continue to cry poor and sue us for enforcing performance penalties. Either way that lift will be force fed to markets that don't fully (if at all) support it or would be better off with mainline gauge segments just to find a home for it.

 

After lurking on some other airlines' threads, it's easy to spot the management flunkies. I can't out-and-out identify any management schmucks on the Delta thread. I used to think ACL65 was one, but he's since gone in the tank for DALPA (although that's not much of a leap).

I submit that there are no obvious management shills pushing the company line here because the DALPA stooges do the heavy lifting for them. Good job, guys. Keep up the good work. Have fun spending my money while you bend me over.

 

What if? I mean what if it is common knowledge laughter is the best medicine and yet someone died laughing, who would you sue? How far east can you go before your to the west? If a transvestite goes missing, would you put their face on a carton of Half and Half? Since bread is square, then why is sandwich meat round? Did Noah have woodpeckers on the ark? If he did, where did he keep them? I mean, what if?

 

Mea Culpa. My post was over the top.

Mmm, half and half. I love that stuff on my Frosted Cheerios.

 

The question assumes facts not known to be true. Typically the insurer(s) who are exposed to the loss manage and pay for the costs of defense.

Defense helps the Delta pilots in as much as ALPA itself helps to promote our profession in general and Delta pilots in specific.

The TWA case still surprises me a bit, after all the TWA MEC had the power to make their decisions and were sophisticated parties themselves. Both they and their pilots ratified a decision, which they with the benefit of 20/20 hindsight now blame on their attorney (ALPA).

I've spoken to their own expert on the case and he admits the damages are very speculative. We can only guess how integration might have gone had the TWA guys left their Section 1 intact and taken a hard line. We can only guess that a Judge would not have modified the TWA job protection provisions. I mean, nearly anything could have happened ... and now the AA PWA is going to go through Chapter 11. This thing has about a million shades of gray to try to define.