higney85

Yes and No... there is a clause for the removal of "up to 25" but there is a minimum number also. We currently are at the minimum number from my understanding. We had 17 more but they were given/awarded to XJ after the March 31st/no pilot contract deadline. I don't have the ASA and exact numbers in front of me but the numbers have been run (in the past) and we are at the current minimum for the NWA contract and in the merger language. That being said there is a 1:1 provision for larger RJ's so I don't now what the DL ASA contains in this arena because the ASA was recently renegotiated (with much hoopla).


If there is some known news on the new scope agreement with NW/DL that would be good to know. From what some folks are saying on here there appears to be a weight/number/ratio in play.

Superpilot92

Max of 255 total 70+ seat "RJ's", OF WHICH 120 can be 76 seaters. Thats the new JCBA scope language. Also Johnso28 is right the compass 175s were grandfathered in as the only "RJ's" that can exceed the max takeoff weights in the scope language.

jamesd

From what I read, and it was quite sometime ago the 25 are an add on to the other 17 that where already removed for a total of 42.

Doesn't by any means mean they will just that they can. Also the scope on the new delta contract has been posted if you do come research. The number of 76 seaters can be increased with additional aircraft at mainline.

Superpilot92

Section 1
SCOPE
Amend Section 1 B. 28. to:
Delete all references to Alaska and AS hub to hub baseline ratios.
Amend Section 1 B. 40. to read:
40. “Permitted aircraft type” means:
a. a propeller-driven aircraft configured with 70 or fewer passenger seats and with a maximum certificated gross takeoff weight in the United States of 70,000 or fewer pounds, and
b. a jet aircraft certificated for operation in the United States for 50 or fewer passenger seats and with a maximum certificated gross takeoff weight in the United States of 65,000 or fewer pounds, and
c. one of up to 255 jet aircraft configured with 51-70 passenger seats and certificated in the United States with a maximum gross takeoff weight of 86,000 pounds or less (“70-seat jets”), and
3
d. one of up to 120 jet aircraft configured with 71-76 passenger seats and certificated in the United States with a maximum gross takeoff weight of 86,000 pounds or less (“76-seat jets”). The number of 76-seat jets may be increased above 120 by three 76-seat jets for each aircraft above the number of aircraft in the baseline fleet operated by the Company (in service, undergoing maintenance and operational spares) as of CBAID. The baseline fleet number will be 440+N, in which N is the number of aircraft (in service, undergoing maintenance and operational spares but not including permitted aircraft types) added to the Company’s baseline fleet from NWA. The number and type of all aircraft in the Company’s fleet on CBAID will be provided to the Association. The number of 70-seat jets plus 76-seat jets permitted by Section 1 B. 40. may not exceed 255.Exception: Up to the 36 EMB-175s that were operated and/or ordered by Northwest prior to CBAID may continue to be operated with up to a maximum gross takeoff weight of 89,000 pounds.
e. once the number of permitted 76-seat jets is established, it will not be reduced. Exception one: If a pilot on the seniority list with an employment date prior to September 1, 2001 is placed on furlough, the Company will convert all 76-seat jets for operation as 70-seat jets.
Exception two: In the event the flow provisions of NWA LOA 2006-10 and LOA 2006-14 cease to be available, either at the feeder carrier affiliate referenced in such LOAs or at another carrier, the number of jet aircraft configured with 71-76 passenger seats specified in Section 1 B. 40. d. will revert to 85.
f. a carrier that operates any of the 70- or 76-seat jets not being operated as of November 1, 2004, may do so only if that carrier and the Company have agreed to terms for a preferential hiring process for pilots furloughed by the Company (i.e., a pilot furloughed by the Company will be given preferential hiring at a Delta Connection Carrier if he completes all new hire paper work, meets all new hire airman and medical qualifications, satisfies background checks and successfully completes an interview). The Company will offer preferential interviews for employment to airmen employed by a Delta Connection Carrier that offers preferential hiring to furloughed pilots under Section 1 B. 40. e., subject to the Company’s objectives for diversity and experience among newly hired pilots, and subject to the Company’s hiring obligations under the NWA CBA LOAs as they appear in Attachment C (i.e. NWA LOA 2006-10, 2006-14, and 2008-01). A pilot hired by a Delta Connection Carrier operating any of the 70- or 76-seat jets not being operated as of November 1, 2004 will not be required to resign his Delta seniority number in order to be hired by such carrier. Preferential hiring rights at Delta Connection Carriers for pilots furloughed by the Company provided herein will be in addition to any flow down rights such furloughed pilots may have pursuant to the NWA CBA LOAs as they appear in Attachment C (i.e. NWA LOA 2006-10, 2006-14, and 2008-01).

OntheMissed

OOOhh!! This is the super senior line captain everyone is getting their info from right??

jamesd

thanks I knew someone could find it

Airsupport

yes, they can take up to 25 aircraft.. but that was contingent on us getting more. we are at the minimum amount of planes right now. if they wanted to take 25 planes they would have to give them to us, and then take them back. otherwise we are at the lowest amount of aircraft possible under the current asa with nwa.

higney85

Thanks superpilot, I was unaware that the scope language was out in the public yet... Guess I should have lurked in the majors forum.


Back to the thread.

I have no idea what will happen. I just show up, do my job, come home, complain to the wife (a pilot's duty), and look at my paycheck (welfare check) a couple times a month. After reading the scope language I have no idea on even speculation because I don't have all the numbers of the numerous regionals and fleet makeups to lay it all out. I may put it all up here later but I have a date with the gym.



One thing I do see.... How can compass exercise options when they are only allowed 36 of the 175's? I guess we can hope the next round of the jungle jets will be the bigger ones at mainline! With flowup Compass may have a mixed blessing.

nicholasblonde

I honestly feel "safer" at 9E than I would at Compass or Mesaba...if our NWA language holds up, the merged company would basically end up with a couple of wholly owned carriers (Comair & Mesaba) who have 900s, and a few well-performing regionals with lots of 50s and actual legal contracts stating minimum numbers of a/c allowed (Skywest, ASA, 9E). If one were in management wondering what to do, it would be the least costly and least hassle option to simply swap XJ and Comair 900s onto 9E, ASA/Skywest, and park the 200s in the desert....since there are no protections I know of at XJ or Comair protecting from such an action.

I'm not saying that's a good thing, or I wish that to happen, just making an observation...there is going to be a surplus of 200s at carriers with contractual minimums, and there are going to be a good chunk of 900s at a place that has zero contractual minimums or protections.

bored

9E only had 15 planes transferred to XJ, not 17. We already had 2 CRJs that were delivered new to us in 2005. As for who's safer - a wholly owned or a cost + contractor? It's a matter of conjecture. The folks at the wholly owned think they're safer for efficiency, infastructure, performance, fuel cost and pride reasons. The folks at the cost plus contractors feel safer because of efficiency, infastructure, performance, fuel cost, contract and pride reasons. In the end, it's all up to the mother ship and until their cards are shown, nobody knows.