Scoop

I hope so. Their track record on this sort of thing is mixed at best.

Scoop

dalad

Yup, we first negotiated a 3B6 rate on the 73N, followed by the same on the 777, but I don't think it was over $300 per hour. It was, however, the basis for the UAL contract. That then set the stage for UAL + 1. Clear as mud? I remember because I was a 73N A making more than a 75/76A at the time. My retro check was less, though, because of my increased pay on the 737.

Carl Spackler

That's really not the question in my mind. The question is: when the ratios are measured for the first time in January next year, and when those ratios are found to be imbalanced in favor of DCI, will you accept anything from DALPA except all out legal war until they're put in balance? Is a new "hard limit" on ratios acceptable if the carrot is sweet enough?

Carl

Scoop

Speaking of imbalanced ratios - what happens when we find out we are not flying our share of seats across the pond? I think George has posted numbers showing that it will be all but impossible for the company to be in compliance?

I am curious as to what DALPA thinks should happen in this regard. Hopefully they are on it, but I don't feel real confident about this issue.

Scoop

dalad

That is what has me concerned. The company must be clearly in violation of the JV scope but won't do anything about it. MAN, EDI, LYS, EZE, POS, GEO, VLC, OTP, TXL, BUD, AMM, CAI, CPT, ABV, KBP, all gone. SNN, PSA, ATH, IST, AGP seasonal now. Those are high paying jobs that have been lost to our JV partners, and that is just JFK.

boog123

Just wait, only the beginning.

Check Essential

Scoop-
You are correct. It was known as the "Delta dot" because of the way our rate appeared all by its lonesome on a scatter chart. UAL was then able to use that dot to negotiate from.

Check Essential

Management and the union have both all but confirmed that they are not going to be in compliance with the contractual production balance. The question is what are we going to do about it?

I'm already prepared.

Sink r8

It's amazing how long that list is. Not sure if GEO and POS are part of the JV replacement piece, but the others are far too many. As time passes, it becomes more and more difficult to explain these moves away as a reaction to a bad economy; they feel more and more like a planned realignment towards the NW-KLM model. The point-to-point expansion that Delta put is being dismantled, and Hauenstein is probably getting/giving very different instructions now.

The result is that we'll probably have a prifitable second-tier network, where costs will be lowest, and revenue lower because of extra connections, etc.

I don't think we can stop this, but we do have safeguards to spread the pain, and there is no reason we should shoulder a disproportionate amount of TransAtlantic cuts. We should be like George, and watch existing numbers AND make certain that Virgin Atlantic isn't used to reset the bar lower.

PilotFrog

This JV with AF and VA has me wondering. I don't think the JV with VA will be tied in with the JV with AF. So what I think will be interesting is if as we know the JV with AF and DAL right now are not in compliance. So IF, and I know that is a big IF, we start flying more to balance that JV out, and add block hours or EASKs, will VA then get to go well you are now out of compliance with OUR JV EASK and we will be raising our EASKs to counter your increase in response to the AF JV.