At the very beginning of the process. It took about a week and a half for the story to change. They were adamant that the company had not requested more seats for the RJs.

Just telling it like I heard it from the horse's mouth.

Ah, yet they've stayed 76 seaters for 3 contracts now. And we have received much more then 3% raises. And we've reduced outsourced jobs. Amazing.

Domestic Block Hours.. ok, thanks. But now that opens up a new question-
So, a 767 or 747 does "Domestic".. that counts, correct?

I wonder how we find out how many "Domestic" Block hours Mainline Delta flew last year and this year, and the same for UCAL.

Motch

Which is it.. unlimited 70 seaters (configured to 66 seats?) or 22% Growth (in what?- if it's YOUR [UAL] Block hours, I was told the number is at 110-118%)
You can't have 500 70 Seaters if they don't have "block hours" to fly.

Either way.. you think the new Scope is better.. I think it's Worse. We are not going to change either one of our views.

Motch

I can't change your mind if you don't understand the current proposal.

Current book is 70 seaters (configured with 66 seats including F/C and economy plus) up to 100% of Mainline block hours. (guess what...Mainline block hours = UAL + CAL now, Motch). If you read the Scope FAQ you will find that UAX is at 78% of mainline block hours today. So they can potentially grow by 22% under the current contract. Albeit, without 76 seaters as they are not allowed.

THis TA restricts UAX to 120% of narrow-body block hours. If you read the Scope FAQ you will find that UAX is currently at 112% of narrow-body block hours. So they could potentially grow by 8%.

Current book = potential 22% growth in UAX block hours but no 76 seaters
TA = potential 8% growth in UAX block hours with 76 seaters

SLed

This whole argument can be solved by asking ourselves one question.

Was Jeff :D or :mad: when he saw the Delta Scope?

I don't necessarily agree that this is an improvement in scope, but the math as to how much UAX block hours could grow in each scenario is not quite right in any event.

Current book allows growth of 22 percentage points, which is actually 28% growth from the current size; that is, 100 is 128% of 78. The TA allows growth of 8 percentage points, but that's actually only 7% growth (120 is 107% of 112).

IOW, the percentage increase in allowable UAX blockhours is actually even more curtailed by the TA than stated.

Thanks Dash man. I should have said percentage points not percent. The point still stands...this TA curtails UAX growth.


Sled

A couple of quick corrections from 80s original post may help add some clarity. From the DAL contract:

"The Company will maintain a minimum ratio of revenue block hours of Company flying on all narrowbody aircraft and all B-767-300 (non – ER) aircraft (MBH) to revenue block hours of flying in category A and C operations (DBH) under the following chart:"


Category A and C refer to Delta regional partners.



So a 747, 330, or 767ER would not count, but a non- ER 767 would, since it is a domestic aircraft.


As of DOS, the mainline flew 54% of the domestic block hours covered by this ratio, when all is complete the minimum will be 61%, but a more realistic number based on the business plan is 64%.


Also, on the international joint venture with AF/KLM/AZ, the production balance is measured by Equivalent Available Seat Kilometers (EASKs), not passenger seat kilometers. EASKs also consider the cargo capacity of the various aircraft. EASKs is defined as;


“EASK” means equivalent available seat kilometers, a measurement of capacity adjusted for an aircraft’s seat density and cargo capacity, as defined and calculated in the AF/KL/AZ JV agreement.

By utilizing EASKs, as opposed to block hours or frequencies, Delta pilots fly over 60% of the JV pilot block hours, while only flying approximately 50% of the EASKs.

In March? During negotiations? Not sure which "process" you are referring to.