True. However, as you know, profit sharing has gone from a bone tossed post bankruptcy to a viable benefit now. 1.5 billion over the last 4 years at Delta, 2.5B at SWA.

Most large profit-sharing programs were adopted by industries in decline, including airlines and autos. When they restructured and cut pay and benefits, companies often pitched in profit sharing.

Now, Richard has several reason to continue trying to reduce profit sharing payouts, much like he was able to do with C12.

In a recent broadcast, Richard Anderson bragged about having the most generous profit-sharing plan in the Fortune 500. On the other hand you have Doug Parker at American vowing never to offer such a thing.

As quoted in a Dallas Business News article:

Parker said he’s agnostic on the issue; if American employees prefer profit sharing over raises, they’ll work it out, he said. But he doesn’t sound like a fan

It’s a bankruptcy-era compensation structure,” Parker said. “We’re not in that era anymore. We just think it’s an inefficient way to pay team members. For the same expense, I believe we can do better.”

This is emotional right now for some employees,” American CEO Doug Parker said in a phone interview. “Some of their peers are making more than they are, and they’re getting profit sharing. That’s not going to be the case as we move forward.”

So, going forward on a competitive level, if Parker is successful in keeping their profits and not paying them out to employees, how long until RA determines he is at a disadvantage.

How about on a corporate greed level? If Parker and boys are enjoying a bigger compensation package at the expense of profit sharing, how long until the execs at Delta maneuver for the same?

So, increasing profit sharing in the current environment, not likely going to fly.

Focusing on hourly rate gains and holding what we have appears to be the best option.

Trading away what we have left would also be absurd.

While I agree with the rest of your post, I disagree with your statement regarding timing. The full value of our share of 5% of Delta's PTIX $0-2.5B was monetized into pay. Worst-case scenario, we break even. Best-case scenario, we come out ahead by the full value of that monetized amount.

How can the timing have been bad?

Unfortunately, you may be right. Quite remarkable, the attitudes of some of those in upper management. :(

I think my problem with it is the same as the vocal crowd. It wasn't necessary. We should have had a pay increase AND profit sharing. The company is going to make money and lots of it in the next few years. I guess what I am trying to say is that any consideration of PS outside section 6 should never take place in the same conversation as any pay increases. We sold ourselves a little short from what I believe we could have achieved. Again, I get the logic.. I would prefer the risk at this point in time. In the future, it could, and probably should be on the table, but what we all know is that when DAL starts making less money, that management will be less interested in taking it away. Funny how that works.

A little short? The reduction in profit sharing mostly funded the 4/8.5/3/3. Anderson told wall street that the PWA was cost neutral. Sad that there are so many DALPA kool aid drinkers that buy into the nonsense. Keep aiming high tsquare. :rolleyes:

Exactly. Greed, one of the seven deadly sins.

Agreeing to reduce profit sharing now is basically enabling corporate wealth redistribution. Why on earth would anyone even consider it now?

So T, riddle me this:

You have previously said that you are not in a position to attain a "premium wide body" left seat.

The plight of those that are stuck in lower paying seats was one of the central points supporting the pitch behind LBP that you were espousing here.

11 years? I don't see how you could not end up in a "premium" wide body seat before 2025?

You have me confused with somebody else. I am in a premium WB seat. ;) I have zero intention of going to the 777 or 330... maybe to the 2x4 when I can hold a line flying what I want to fly... but not before then, and I will be very happy to ride this one to the desert.

My logic for LBP is to get rid of the requirement to choose $ over QOL. the masses have spoken. Now we have a super premium airplane being parked, and what I have predicted is about to happen. Enjoy.

Again with the cost neutral bull****. :rolleyes: You and PD need to have a pity party next time you see each other on the road.

I guess my confusion is definition based. I thought premium WB was 777/747. Would that be super premium?

Thus, 7ER is premium I take it.

Used in a sentence. Carl is a super premium WB pilot and T is a premium WB pilot.

Correct now?

Definitions aside. We can thank American for agreeing to a band that has their a330 pilots making 777 pay.

When Rich orders 50 a330's this quarter, we at least have that going for us. It's not all bad T as long as we can pattern off their bar.