Wondering if VA is next........

Would be better to apply pressure along with everyone else and end that foreign Howard Huges wanna be experiment on its own. We could pick up whatever pieces we wanted then at fire sale prices with no SLI or even code share issues. Besides, they provide absolutely positively nothing of unique value to us other than maybe a small amount of Kennedy slots. BFD.

Yep, 100%.

We have a very intelligent and diligent Codeshare Committee that is watching the company very closely.

This is why there is not RAH grievance.

This is why there is a Delta Private Jets grievance.

Weird. DALPA is doing exactly what you are asking for in this regard.

On a different note:

If you are asking our pilots to go back in time and undo the 1998 and 2000 contracts that the respective MEC's APPROVED and the PILOTS RATIFIED......

Going back and preventing the fuel run-up and bankruptcies..

Along with going back in time and keeping the original judge assigned to the DAL bankruptcy from being "recused" and replaced with a much less "labor friendly" judge.....

I don't know how to help get information on that.

Slow, since you bring it up, how did the EMA with Alaska prevent pilot furloughs at Delta?

Cheers
George

Heyas Gloop,

Not only that, but valuable scope protection was willfully jettisoned at the merger.

Before the JCBA, Compass could not be sold or otherwise divested until there was a DC-9 replacement aircraft on the mainline property.

That was essentially given away.

Nu

This is interesting. The perspective thrust of your post is from the number of seats. While any increase is good, I think it might be a bit (overzealous?) to declare a victory because of an increase in international seats alone. What has happened to the number of SORTIES over that same period? One of the reasons that LGBP gets shot down is because of the tin foil hat theory that management would only buy big airplanes because the pilot costs would be the same regardless of the airplane flown (precisely the idea..) and that that would then require fewer airplanes, and correspondingly fewer pilots. So to extrapolate; while you say that the number of seats has increased, and since LAX-SYD cannot be flown on a M88, how many sorties have been lost in gaining those seats?

I think your post is an interesting statistical analysis that really has no bearing on the concerns of DAL losing flying. Show me how many flights have increased, and I will buy into it, but until then.. naaah. Sorry

It's just data, T. No victory declared, no opinion imparted except for the viability of Hawaii flying without AS passengers.

It's interesting that you didn't comment on the doubling of the size of the SEA pilot base!

Shiz,

In a different post Sailingfun described how one of the reasons we can't fight the RAH scope issue is we didn't fight the issue previously when American Eagle was violating the scope clause.

My question is: If our codeshare committee is both intelligent and dilligent, why didn't they enforce the contract back then?

It seems to me ALPA dropped the ball big time then and the ALPA apologists are saying "trust us" (again). For me (and I suspect many Delta pilots) ALPA has screwed the pooch too many times.

Good post T.

We don't fly seats, we fly airplanes. We can fly 1900s or 747s on domestic trips, both only require 2 pilots and 2 jobs. So yes flying can increase 2100% but 0 job growth.

Percentage increases that don't extrapolate the effect of the merger nor show actual numbers do little to prove any point. Is 2007 the baseline and is that PMDAL only and 2011 includes both? It'd be interesting to see hard numbers on

Apply the same methodology used to constrain and lock down the JV to domestic codeshare...

-Departures
-Seatmiles/kilometers
-Block Hours
-Production Balance
etc.

We have some guys with great ideas for the wide-body international stuff.
I wish we could convince them that their ideas are just as important and relevant for the domestic stuff.

Cheers
George