Any "Latest & Greatest" about Delta?
12-10-2012, 06:44 AM
Gets Weekends Off
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12-10-2012, 06:45 AM
veut gagner à la loterie
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12-10-2012, 06:54 AM
Gets Weekends Off
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RA stated recently at a conference something to the effect that JVs are the way around foreign ownership restrictions and cross border consolidation. The key for us pilots is getting Dalpa to make sure we have a seat at the table when the routes are passed around. It's going to happen regardless.
Last edited by flyallnite; 12-10-2012 at 07:15 AM.
12-10-2012, 06:58 AM
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12-10-2012, 07:14 AM
Runs with scissors
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Nice! It's sweet that you put your daughter's pictures on the guitars too!
Or...is that the Virgin Atlantic chick?
I've only got one guitar, an acoustic 000, koa back and sides.
If I knew how to post a picture I'd put it up.
12-10-2012, 07:24 AM
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Hmm...getting pretty vocal in press with "impending Virgin Atl and Delta JV." Is somebody priming the DOJ, nudging AMR/US creditors, or just trying to influence stakeholders on the impending deal? I do enjoy a good show. Anyone hazard a guess when it's done?
12-10-2012, 07:33 AM
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Exactly... Sounds like this week sometime.
12-10-2012, 07:52 AM
Can't abide NAI
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I'm sure glad we helped get our financial ducks in a row to help put this deal through. Better email your reps before the ink is dry on the LOA. We aren't interested in buying 49% of a company, just to cede them our slots, so they can pare down unprofitable routes, and shift assets to ATL, JFK, and our other LHR gateways. Because if you follow the money, that 747 is gonna have 160 Delta seats for sale on each and every one, the price of the ticket will go up, and the cash flow to our bottom line is going to be immense.
Remember - this has been in the works for I'm guessing 18-24 months. The lines are already drawn in the sand. If we don't like where they were drawn, we're gonna have to work pretty hard to move them.
Remember - this has been in the works for I'm guessing 18-24 months. The lines are already drawn in the sand. If we don't like where they were drawn, we're gonna have to work pretty hard to move them.
It has been a concern that the renegotiation of the Air France JV, allowing a three year measurement period, was ripe for non compliance followed by renegotiation. Our percentage of flying has dropped below 45% in some months and we have a deficit in our percentage which appears unlikely to be made up. ALPA and Delta will point at Air France and state "isn't our fault, Air France hasn't played nice on capacity reduction." At which point we need to remind anyone who will listen that Delta is in fact paying for it's share of the operation of those JV Air France operations. We can not let Air France's over optimistic wide body order book drive non compliance with our contract.*
( In my view, Delta could withhold payment and blame it's labor contract. In as much as Delta writes the checks, it is consenting to the EASK deficit. )
If we renegotiate the Atlantic JV to add Virgin, do we start with our 50%, or the diminished number we are actually flying? Do we pull out UK flying, which is a stable source of block hours for us?
As we look at a pull down of Atlanta 767 flying in this next bid, the choice is very relevant. It would be preferable for there to be 7ER jobs for these pilots rather than a cascade of displacements into narrow body equipment. A lot hinges on Atlantic block hours.
I asked my Reps for the following:
- Maintain at a minimum contracted flying percentages
- Tighten the measurement period to a rolling 12 month average
- Tighten the cure to a rolling 12 month average
- Consider punitive penalties for non compliance which equal or exceed the cost to the entire seniority list for the loss of each Widebody Captain position
Notes:
* Delta is not technically in non compliance, yet. But, Delta would have to increase to around 56% to get back into compliance, which appears unlikely.
This is not posted to be critical of our MEC, or management. Rather, Air France is the primary culprit. As labor, our #1 task is to protect our jobs. It is not an easy task. International agreements are magnitudes more complex than RJ scope and the control mechanisms are all new, unproven, designs. Even my easy and strong solution of "unity" appears impossible across the divides on cabotage and ownership. We have the right people on the job to give us the best possible solution. We need to remain engaged with our Reps and support them in their efforts on our behalf.
Last edited by Bucking Bar; 12-10-2012 at 08:08 AM.
12-10-2012, 08:04 AM
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Well stated. I've been in contact with my Reps.
It has been a concern that the renegotiation of the Air France JV, allowing a three year measurement period, was ripe for non compliance followed by renegotiation. Our percentage of flying has dropped below 45% in some months and we have a deficit in our percentage which appears unlikely to be made up. ALPA and Delta will point at Air France and state "isn't our fault, Air France hasn't played nice on capacity reduction." At which point we need to remind anyone who will listen that Delta is in fact paying for it's share of the operation of those JV Air France operations. We can not let Air France's over optimistic wide body order book drive non compliance with our contract.*
In my view, Delta could withhold payment and blame it's labor contract. In as much as Delta writes the checks, it is consenting to the EASK deficit.
If we renegotiate the Atlantic JV to add Virgin, do we start with our 50%, or the diminished number we are actually flying? Do we pull out UK flying, which is a stable source of block hours for us?
As we look at a pull down of Atlanta 767 flying in this next bid, the choice is very relevant. It would be preferable for there to be 7ER jobs for these pilots rather than a cascade of displacements into narrow body equipment. A lot hinges on Atlantic block hours.
I asked my Reps for the following:
* Delta is not technically in non compliance, yet. But, Delta would have to increase to around 56% to get back into compliance, which appears unlikely.
It has been a concern that the renegotiation of the Air France JV, allowing a three year measurement period, was ripe for non compliance followed by renegotiation. Our percentage of flying has dropped below 45% in some months and we have a deficit in our percentage which appears unlikely to be made up. ALPA and Delta will point at Air France and state "isn't our fault, Air France hasn't played nice on capacity reduction." At which point we need to remind anyone who will listen that Delta is in fact paying for it's share of the operation of those JV Air France operations. We can not let Air France's over optimistic wide body order book drive non compliance with our contract.*
In my view, Delta could withhold payment and blame it's labor contract. In as much as Delta writes the checks, it is consenting to the EASK deficit.
If we renegotiate the Atlantic JV to add Virgin, do we start with our 50%, or the diminished number we are actually flying? Do we pull out UK flying, which is a stable source of block hours for us?
As we look at a pull down of Atlanta 767 flying in this next bid, the choice is very relevant. It would be preferable for there to be 7ER jobs for these pilots rather than a cascade of displacements into narrow body equipment. A lot hinges on Atlantic block hours.
I asked my Reps for the following:
- Maintain at a minimum contracted flying percentages
- Tighten the measurement period to a rolling 12 month average
- Tighten the cure to a rolling 12 month average
- Consider punitive penalties for non compliance which equal or exceed the cost to the entire seniority list for the loss of each Widebody Captain position
* Delta is not technically in non compliance, yet. But, Delta would have to increase to around 56% to get back into compliance, which appears unlikely.
12-10-2012, 08:12 AM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
Remain engaged. Do the paycheck deduction to ALPA PAC, it is quick and easy. Right now, ALPA PAC is the closest thing we have to a national commercial aviation policy. I doubled my contribution for next year.
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