New flaw in TA scope
06-01-2012 | 10:59 AM
#191
Back on TDY
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From: 747-400 Captain
Arbitrators and Courts don't look kindly on willful contract violations. The Delta pilots are still under an injunction from a 2001 Appelate decision, and the damage decision was overtaken by the settlement of C2K. Group grievance decisions have awarded Delta pilots substantial amounts of money from Delta contractual violations in the past, and courts have ordered both companies and unions to pay up. Remember the APA fine payable to AMR management in the 1990's?
Carl
06-01-2012 | 11:25 AM
#192
Sho me da money!
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From: B25, Left
I too was concerned about the RAH cutout. It only exists because of existing contracts with Chitqua and Shuttle America (both of these fall under the scope parameters). The Certificate language has been addressed in section 1. I agree on the passion of the RAH issue but at this moment in this TA is is fixed. Not sure what DPJ is.
Still Listening!
Fiig
06-01-2012 | 11:25 AM
#193
veut gagner à la loterie
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From: Light Chop
Okay, how about this logic, we are not giving away jobs, we are actually taking them back. I don't remember exactly how many 50 seat rj's are being parked about 145 (?). Say 10 pilots (5capt,5fo) per aircraft, that's 1450 fewer pilots at another airline. The diffence is in what size aircraft the remaining pilots at DCI fly.
Sorry FTB just gotta throw the above at ya!
Denny
Sorry FTB just gotta throw the above at ya!
Denny
Today we have 566. A 6% drop.
Is there anything to indicate the company would throw capacity discipline out the window and increase ASMs?
06-01-2012 | 11:31 AM
#194
Sho me da money!
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From: B25, Left
I am not sure we can make Management do anything like that. They provide the aircraft we fly them. The ratios and block hours are in this TA. Not perfect but there. DCI is shrinking (think seats and DCI pilots not 50 v76 seat a/c) our block hours at mainline are increasing.... Management can park all 747-400 right now if they wanted (Carl would be my captain on the 737-800 we would be having a blast, I mean that) we cant control that. It is all a gamble i believe.
06-01-2012 | 11:40 AM
#195
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The good thing about this process is that you can go to a road show and step up there to the mike and ask these questions directly of the gents that negotiated this TA...you can ask them (as you have asked elsewhere on these boards) about the negotiating capital we expended in the hiring provisions...you can ask them directly about the downside protections... You can even let them have it about how "infuriated" you are with their product, and how inept they are and how you do not approve of their selling us out to gain the good graces of the management types so that they might join them down the road....would you do that for us Bacon?
06-01-2012 | 11:50 AM
#196
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From: B737 CA
Bacon,
I too was concerned about the RAH cutout. It only exists because of existing contracts with Chitqua and Shuttle America (both of these fall under the scope parameters). The Certificate language has been addressed in section 1. I agree on the passion of the RAH issue but at this moment in this TA is is fixed. Not sure what DPJ is.
Still Listening!
Fiig
I too was concerned about the RAH cutout. It only exists because of existing contracts with Chitqua and Shuttle America (both of these fall under the scope parameters). The Certificate language has been addressed in section 1. I agree on the passion of the RAH issue but at this moment in this TA is is fixed. Not sure what DPJ is.
Still Listening!
Fiig
Oh, DPJ = Delta Private Jets.
06-01-2012 | 11:53 AM
#197
veut gagner à la loterie
Joined: Apr 2008
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From: Light Chop
I am not sure we can make Management do anything like that. They provide the aircraft we fly them. The ratios and block hours are in this TA. Not perfect but there. DCI is shrinking (think seats and DCI pilots not 50 v76 seat a/c) our block hours at mainline are increasing.... Management can park all 747-400 right now if they wanted (Carl would be my captain on the 737-800 we would be having a blast, I mean that) we cant control that. It is all a gamble i believe.
06-01-2012 | 12:09 PM
#198
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From: A-320A
Make sense?
06-01-2012 | 12:10 PM
#199
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From: Light Chop
How many 88s? 117 right?
How many 717s? 88.
How man mkre 90s? 7.
So park 81 88s as the 717s come in. If ASMs don't matter too much. You won't need any more pilots. DCI goes to DCI 450/325 and with a tweak or two you're 1.56 compliant.
If ASMs matter, given the 739s 1:1 replacement of 81 757s, 8 763s and 7 320s, well you a slight ASM problem. Getting back to ASM neutral is greaty aided by 70 new 76 seaters though. Keep 45 88s could help too. Total pilots required? None if you change the work rules.
If ASMs are to stay neutral. If not, DCI 450 is around 1.2M or so block hours, we're at 1.9M or so you get your ratio.
Btw, going off memory from my spreadsheet, got pulled away.
How many 717s? 88.
How man mkre 90s? 7.
So park 81 88s as the 717s come in. If ASMs don't matter too much. You won't need any more pilots. DCI goes to DCI 450/325 and with a tweak or two you're 1.56 compliant.
If ASMs matter, given the 739s 1:1 replacement of 81 757s, 8 763s and 7 320s, well you a slight ASM problem. Getting back to ASM neutral is greaty aided by 70 new 76 seaters though. Keep 45 88s could help too. Total pilots required? None if you change the work rules.
If ASMs are to stay neutral. If not, DCI 450 is around 1.2M or so block hours, we're at 1.9M or so you get your ratio.
Btw, going off memory from my spreadsheet, got pulled away.
06-01-2012 | 01:04 PM
#200
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From: Kickin’ Back
Denny
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