Any "Latest & Greatest" about Delta?
03-18-2013, 06:24 AM
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
Posts: 7,738
I actually got to fly the DC9-10 for a freight outfit (Purolator Courier) prior to being hired at Delta, I wonder if some of the ones I flew had been owned by DL. It was great fun when it was empty, as it usually was on the BDL-BOS legs. It had no slats, just the potato chip you see on the wing. Purolator had added the cargo door on the left side, and called it a DC9-15F.
http://www.airliners.net/photo/Purol...dc0df7e48c4791
03-18-2013, 06:26 AM
Gets Weekends Off
Joined APC: Jan 2012
Position: MD musical chairs
Posts: 239
03-18-2013, 06:26 AM
Gets Weekends Off
Joined APC: Dec 2005
Position: M88B
Posts: 1,182
As with every bid, "It Depends" on where all those MD'd 767 pilots decide to go. Some of them are pretty senior, they can go where ever they want (except to the 747 if they are DL South), they don't all have to go to the 767ER.
If some of them go to the 777, A330, 764, etc. that will cause a cascade down through the rest of the categories. Heck, they may not even stay in ATL, they could displace to any other base, causing ripples there too.
Since a lot of the increased ATL 767ER trips will be even more domestic flying, we may see a lot of those ER guys jump off as well, to other "Real" international categories, like the A330, 764, etc. and not necessarily in ATL.
Most of those 242 Capt.s slots are in the 717, my guess is most of those will be filled by MD's, from higher paying equipment, or from the DC9, but not A/E's. And remember, some of the senior DC9 guys don't have to go to the 717 either, they can bump up to what they can hold above that, pushing people off the bottom, down to the 717.
If some of them go to the 777, A330, 764, etc. that will cause a cascade down through the rest of the categories. Heck, they may not even stay in ATL, they could displace to any other base, causing ripples there too.
Since a lot of the increased ATL 767ER trips will be even more domestic flying, we may see a lot of those ER guys jump off as well, to other "Real" international categories, like the A330, 764, etc. and not necessarily in ATL.
Most of those 242 Capt.s slots are in the 717, my guess is most of those will be filled by MD's, from higher paying equipment, or from the DC9, but not A/E's. And remember, some of the senior DC9 guys don't have to go to the 717 either, they can bump up to what they can hold above that, pushing people off the bottom, down to the 717.
03-18-2013, 06:29 AM
Gets Weekends Off
Joined APC: Apr 2009
Posts: 187
Question for anyone in the know......Sailing?
As of March 1st, aren't we already one year away from Contract 2015 opening statements? (e.g. D-ALPA/DAL can exchange opening statements 270 days prior to the amendable date [March 1st, 2014] and the amendable date is Jan. 1st, 2015.)
GJ
As of March 1st, aren't we already one year away from Contract 2015 opening statements? (e.g. D-ALPA/DAL can exchange opening statements 270 days prior to the amendable date [March 1st, 2014] and the amendable date is Jan. 1st, 2015.)
GJ
Duration July 1, 2012 – December 31, 2015
03-18-2013, 06:31 AM
ATL A320 B
Joined APC: Oct 2009
Position: No longer MEM or 9, but still a guy.
Posts: 238
If we want to spend negotiating capitol on something, let's spend it on book rates and make every hour worth more, not just "high time."
My goal is to make more for the same amount of days away from home, not to make more by working even more.
03-18-2013, 06:35 AM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
At first glance, I was for adding some kind of 1.5x trigger to our current system as you suggest. However, the more I thought about, the more I felt like this would only encourage people to pick up more time and try to fly even more per month then they already do further reducing staffing needs in each category. More stagnation...
If we want to spend negotiating capitol on something, let's spend it on book rates and make every hour worth more, not just "high time."
My goal is to make more for the same amount of days away from home, not to make more by working even more.
If we want to spend negotiating capitol on something, let's spend it on book rates and make every hour worth more, not just "high time."
My goal is to make more for the same amount of days away from home, not to make more by working even more.
I'm fine with max flight hours is ALV. No ALV+15, no swaps, none of that. I know, then it's not an ALV but a CLV, for capped line value.
03-18-2013, 06:37 AM
Gets Weekends Off
Joined APC: Jan 2008
Position: 320A
Posts: 333
ATL 717A-155 senior with 84 first choice to sen#64xx
03-18-2013, 06:39 AM
Gets Weekends Off
Joined APC: Sep 2008
Position: "Prof" button manipulator
Posts: 1,685
my bad. Thanks.
03-18-2013, 06:47 AM
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
Posts: 7,738
Here's the simple math:
Flying 5 more hours, on average, ie. 80 instead of 75, adds 6.66% productivity, which is how the company wants it. To US, that means 5hrs. mo'money, but it also means they need 6.66% less pilots to accomplish the same amount of flying. On a 10,000 pilot list, that equates to 666.66 fewer pilots needed to do the same amount of flying.
Now, ramp that up to 85, from our old baseline of 75, that's 13.33% or 1,333 less pilots needed. Want to fly 90 a month? If everone does, that means 2,000 less pilots required, vs. a 75 hr. cap. The company will love you! DALPA will love you (the guys who's pay is based on the average pilot's hours), but the bottom 2,000 may not think it's so wonderful.
Now you see why we've had stagnation and a shrinking seniority list, vs. hiring.
Here's a little something else that's hurting our needed numbers. Why do you think the company wanted to combine the 767Er and 767 Domestic? Because now they won't need as many reserves to cover both categories, they can use all 767 Reserves for both Domestic and Int. flying, which requires less reserves overall.
The only bright spot for us is, Richard seems content to keep bringing in new fleet types, which requires more guys off the line, going to training, and will require more reserves spread into yet another aircraft category. It may replace the overages caused by combining the 767ER+Dom, but at a much reduced pay rate (717 pay vs. 767 pay) and after all the DC9's are parked, it will wash out to less pilots needed overall.
Flying 5 more hours, on average, ie. 80 instead of 75, adds 6.66% productivity, which is how the company wants it. To US, that means 5hrs. mo'money, but it also means they need 6.66% less pilots to accomplish the same amount of flying. On a 10,000 pilot list, that equates to 666.66 fewer pilots needed to do the same amount of flying.
Now, ramp that up to 85, from our old baseline of 75, that's 13.33% or 1,333 less pilots needed. Want to fly 90 a month? If everone does, that means 2,000 less pilots required, vs. a 75 hr. cap. The company will love you! DALPA will love you (the guys who's pay is based on the average pilot's hours), but the bottom 2,000 may not think it's so wonderful.
Now you see why we've had stagnation and a shrinking seniority list, vs. hiring.
Here's a little something else that's hurting our needed numbers. Why do you think the company wanted to combine the 767Er and 767 Domestic? Because now they won't need as many reserves to cover both categories, they can use all 767 Reserves for both Domestic and Int. flying, which requires less reserves overall.
The only bright spot for us is, Richard seems content to keep bringing in new fleet types, which requires more guys off the line, going to training, and will require more reserves spread into yet another aircraft category. It may replace the overages caused by combining the 767ER+Dom, but at a much reduced pay rate (717 pay vs. 767 pay) and after all the DC9's are parked, it will wash out to less pilots needed overall.
03-18-2013, 06:50 AM
Doing Nothing
Joined APC: Aug 2010
Posts: 1,316
Most of those 242 Capt.s slots are in the 717, my guess is most of those will be filled by MD's, from higher paying equipment, or from the DC9, but not A/E's. And remember, some of the senior DC9 guys don't have to go to the 717 either, they can bump up to what they can hold above that, pushing people off the bottom, down to the 717.
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