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Originally Posted by tsquare
(Post 1204680)
I'm not interested in this discussion... but.... your biggest and best paying job is _________. Therefore your potential is _______ Captain. IF you are merged into another entity that flies... oh.. let's say... 777s, how can you justify being merged into that list at any place other than one that would award you a windfall at the expense of the pilots on the other list? Pay should have little to do with it because that changes, although since Gary Kelly has invalidated Allegheny Mohawk, it possibly has a workaround. (not in your favor though) Not wanting to start this war, but a staple would be a realistic deal. You can have the last word, because as I said, I am not interested in this speculation as a discussion.
Mesabah flies for a bankrupt third party subcontractor which does not have its own code. That's a situation which implies about as much right to future employment as a day laborer has. I would hope ALPA does every thing it can to help him and his fellow pilots. However, a forced merger is not a tool they would have in their arsenal. |
Originally Posted by Bucking Bar
(Post 1204683)
Actually, he does not even have that.
Mesabah flies for a bankrupt third party subcontractor which does not have its own code. That's a situation which implies about as much right to future employment as a day laborer has. I would hope ALPA does every thing it can to help him and his fellow pilots. However, a forced merger is not a tool they would have in their arsenal. |
Mesabah,
Sorry for the attack, but following the ASA & Comair debacle that started this race for the bottom, we have all got to be careful about anything that could be construed as a "regional guy says he's going to be a 767 Captain" stuff that got started in 2000. Hope you understand. We've got a lot of guys over here that miss the lynch mob days of blaming every one else for their dumb strategic errors. |
Originally Posted by Mesabah
(Post 1204639)
Another angle in scope recapture is the possibility that management, instead of parking the 76 seat jets, decides to fly them at mainline. They would have to buy out those contracts at DCI and get the pilots that come with the jets. DALPA in that situation would be faced with a possible regional/mainline SLI; A complete disaster much worse than a DFR.
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bump, thought this was a pretty good thread
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Originally Posted by More Bacon
(Post 1204606)
It's called a DFR lawsuit. Which is what would happen if ALPA allowed mainline pilots to recapture flying at the expense of RJ pilots-- ALPA is equally obligated to both groups. NOW do you see the conflict of interest?
Unfortunately, those are not the DCI carriers that Delta intends to shrink. |
Originally Posted by DLpilot
(Post 1200797)
This is what DCI will look like in 2020...
2020 with new TA 111 50 seaters 325 70+ seaters 450 total RJs 2020 without this Ta 111 50 seaters 255 70+seaters 366 total RJs So with this TA, DCI will actually be bigger! These numbers are based on known lease numbers obtained from alpa rep. I agree with your math! What you are assuming is that DAL will let leases expire and not replace any RJ's from here on out without the TA passing. No current language will protect us from DAL going out and replacing them under the limits we are currently working with. With the TA there are actual numbers and ratios that do not exist today. Assumptions and projections are good for the debate. This one assumes the company will just not buy anymore RJs thru 2020, I choose to go with the TA and get some language to help contain RJ's right now they can add as they want.... |
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