acl,

I've done both MSP and DTW from DFW (and MEM for what it's worth), and I think MSP is the easiest. More flight a day to MSP and it's the same time zone ,which as you know going to ATL is big going to work the same day as the trip. At the moment we have 6 a day to MSP (2 busses and 4 rjs) and then AA runs 6 MD80s or 737 up also. Another advantage to MSP is AA and NWA wingtip each other to DTW which makes jumping between terminals almost impossible, but MSP is spread out a little more so getting over to A or C is do-able. Last, but not least, there seems to be less commuters to MSP due to less of that premium widebody flying in MSP <grin>.

On a down note, looks like the fall will be 5 rjs and only 1 bus to MSP. Hopefully the new Delta will actually put some seats back into DFW and at least attempt to compete with AA.

The problem is we can't book the rj jumpseats in advance which ups the stress level some. However, over the years (8 to MSP) I've only called in honest twice, and one of those I really didn't need to (good bar story....to involved for here).

What are you on that your thinking MSP? We get most of the 757 Asia stuff there if that enters into your thinking. Great/laidback flying out there.

PM me if ya like with more questions.

Ferd

ACL, and others:

Wouldn't a bid involving each other's bases right now result in an expensive seniority inversion which would be undone at similar expense during a displacement bid?

I'm still betting there may be an end run made around a Single Operating Certificate. After all, NWA has that sort of training language built in to their version of the JPWA and I can't see how the FAA would have a problem with it. IMHO it would be better to do this under the joint seniority list than have Delta guys run for the "premium" slots now just to be displaced over time.

Also, what about the 787? How does that fit in the mix?

I agree Bucking Bar, but I just report what I have been told.
It is being discussed. Of course there would be a huge cost associated with it. We also know that sometimes the wisest choice is not the one taken.
Of note, about 70% of NWA guys commute, and therefore they will be looking for easier commutes to work. I know of a few that live in ATL that are willing to bid anything to get based here.
As I stated it will be an interesting few months to say the least. If I hear of an actually decision being made, I will let you know.
FWIW, people in the union are stating that there is no way that the lists can mix prior to SOC. For whatever reason. I suggested what you pointed out earlier and they basically flat out stated that it was not possible.

Bucking Bar,

I'm not sure I understand your question. Probably because I don't understand your/our award or displacement system yet. As I understand it, even with a big rebasing of equipment, we wouldn't be able to bid/train/fly each other premerger equipment till after the SOC and BP5 (what ever that is LOL).

As a757 guy I think we'll be the lab rats for consoldition. However, I don't see mixing us till after the SOC and all the manuals and checklists are done and approved by the FAA. Most of it will be your stuff so I'll have to do some sort of short course training but I'm sure that is over at least a year away.

Or did I miss the whole question? Can't wait for language school LOL.

Ferd

What is being debated right now is staffing for 12 day trips with or with out DH to the others bases, or just re-basing crews. Whatever comes out cheaper is probably the way that they will go.

Heyas Ferd,

RA is going to go all out to make sure the merger starts paying from day one.

ACL is correct that there are going to be men and machines scattered everywhere.

IMHO, the 757 will probably be spared the base hopping because it is already covered most everywhere already. We are going to be guinea pigs for the
transition training. I sure hope we keep our MGL system...I tried looking over DALs and I couldn't make any sense out of it.

I wish we could stick to the monthly APA system. It is easier to see what's happening month to month than once a quarter.

Nu

Ferd:

For instance, lets say that SEA 777B, or 7ERB (767 Intl.) opens up in KSEA and a few 2007 hires jumped on it. They could probably hold the base until NWA's iron starts getting moved and displacements begin. It could be a very short base relocation with costs and displacements on both ends.

On the other hand, unless they send crews international to avoid the 30 in 7, as well as one day off in 7, I don't see how they could build all that great a 12 day trip.

I'm on the 767/757 in ATL and planning to stay put. But if a 777B slot opened up that would allow be to live on Friday Harbor and take the boat to work, well it might just have to play Ernie Gann for 24 months. (was he a NWA pilot?)

The problem (no flame, please) is that the junior pilots at Delta can hold some flying that would currently be pretty senior at NWA. I don't think a seniority inversion helps anyone over the long term, but if they open up each other's bases, I have no doubt the junior pilots would be the first movers. Could also be that some vacated DC9 Captain positions could go incredibly junior.

Wouldn't it be ironic if management decided they wanted the fences after all, to avoid what amounts to a system wide re-bid as folks want to be close to home? I'm optimistic about the merger, but with 12,500 pilots, all these bases and all this equipment - whoo hoo. It will be good for the type rating collection.

BTW, what's an MGL?

ACL:

Correct me if I'm wrong, but in a displacement can't the displaced pilot take any slot that is junior to them? For instance you could displace to the 737B, or MD88B, in ATL and the current seatholders would in turn be bumped down until someone got displaced off the bottom of that list, right?

What is the MGL system?

I agree with you on all the above. It was Anderson who came out with what airplane to use where based on leg mileage, and how we got mostly A-319s in DFW vs weight limited -9s. He goes away and we get RJs.

I'd like to see the Delta stuff sometime. I understand our manuals are a little better vs what Boeing provides and for sure I want to see how/when they do checklist items. I wonder how many days indoc/fleet stuff will be.

For the life of me I can't see why they wouldn't want to do monthly awards. It has to smooth flow training better than quarterly, which has to be easier to manage and therefore cheeper..........but what do I know.

Ferd

The thing is that under your scenario Buck in SEA the 330's would be moved to other bases. IE displacements. The only way for them to bid back is for there to be an opening on the 7ER after SOE.
Lots of stuff will scatter as we try to realize all the potential of this merger. When and where we go is of not much consequence to the masters. It is now about the bottom dollar. We agreed to our compensation and now we are good to see how they use us.
Like I have stated it is possible that bases would be opened up. It is a lot of money to DH crews out to SEA for Two years. It is easier to pay for a one time move. (They may be betting on the fact that many will not move)