Originally Posted by EWRflyr (Post 858375)

As of right now, no, CAL pilots aren't being assessed for this merger. This is due to the fact that we had a merger fund of a set amount when all this began.

Originally Posted by robthree (Post 858308)

Hmm, I was just wondering...


It has also seemed unfair that a Brand-Y guy who has a job, could lose it, due to the ebb and flow of recalls and furloughs after a merger.

Thoughts?

Originally Posted by Captain Bligh (Post 858360)

I'd say if we ever get the chance to fly together, you'll really dislike the job, especially in the weeks and months that follow as you are trying to defend my well documented accusations of your perpetual safety compromising insubordinations.

Originally Posted by kc135driver (Post 858602)

...I'd have to say the difference between longevity and career expectations is that longevity is pretty easy to define whereas career expectations???? Promises promises........

Originally Posted by Captain Bligh (Post 858380)

Didn't the trip loss scandal accusers say that all of those monies had been depleted by the trip loss abuses?

Originally Posted by Captain Bligh (Post 859004)

Yeah, I know how crazy THEY can sound. As a person that paid into the fund however, then watched it become nearly depleted, then patiently waited for the "Fagone Report" to come out, I've never seen any accounting on where we are with regard to recovery of funds.

I've just assumed that since the debt forgiveness provisions associated with the pay back scheme involved "work back credit", rather than hard after tax dollars, that we just pressed on with a short balance.

I'd like to see some accounting, just in case there are still some bad guys out there, but that's a topic for another thread.

Originally Posted by robthree (Post 857843)

No dog in this fight, but just a point of fact, according to APC:


UAL has 78 aircraft paying max rate of 190/130,
CAL has 48 aircraft paying max rate of 193/132.

UAL has 132 aircraft paying max rate of 159/109
CAL has 221 aircraft paying max rate of 169/116

UAL has 152 aircraft paying max rate of 137/94
CAL has 76 aircraft paying max rate of 150/102

(CAL 737 Fleet average (2/3 LN, 1/3SN) 162/111)

of those
UAL has 35 767s in the middle pay band
CAL has 26 767s paying the top rate,

Short call reserve at CAL puts their 737-500 drivers ahead of UAL's 767 drivers in terms of guarantee.

UAL has 40% more aircraft @ the WB rate,
and 100% more aircraft at the SN rate.
Whereas CAL has 60% more 'middle class' aircraft.

UAL has a larger 'upper class', and a much larger 'lower class'.
But CAL's 'lower class' make almost the same as UAL's middle class.
(only about $3-400/month less on guarantee)

Given that CAL's pilots are cross utilized on small and large 737s, it certainly appears that almost all CAL drivers make as much as or more than UALs 767 drivers.
Or in other words, all CAL pilots have a better pay rate than 79% of UAL pilots.

Originally Posted by jsled (Post 859258)

Here is another "point of fact". Ual has 32% of it's pilots flying the 747/777.

Originally Posted by sydney5316 (Post 859393)

Well now I'm impressed.:rolleyes:

Originally Posted by jsled (Post 859533)

What will be impressive is the ratio of UAL pilots to CAL pilots at the top of the list if a Category and Status Ratio is used to determine the SLI (like DAL/NWA) ;)

All we can do is wait and see. Time will tell if I am right.