Bucking Bar

Again, what I am saying is that at lunch in early 2000 former Delta executives were talking openly about Delta filing about mid 2005 and Leo Mullin being selected for that reason. At that time I thought like you did and silently noted my disagreement, but they were amazingly prescient.

In late summer 2007 the author of "Airline Without a Pilot" spoke at a little alumni gathering and told us Richard Anderson was brought on board to merge Delta, all while publically both he and ALPA were saying that he was not brought on board with that intent. It would not surprise me if there isn't a 5, 10 and 20 year plan floating around the 4th floor ... and they hope it will be executed as written.

As for C2K scope failures ... fleet ratios in general make a number of inaccurate assumptions:

• That RJ's "feed" mainline (sometimes true, but far from universally accurate. RJ's are a smaller unit of capacity ... just as a MD90 is to a 757)
• That during a down turn in capacity small jet operations can be cut proportionate to larger gauge aircraft
• That alter ego does not exist

After September 11th (and even before) Delta and ALPA could ill afford to execute the job protection provisions in Contract 2000. The Company found smaller units of capacity in capable jets irresistable. These ratios were the first stress point which failed in the C2K Section 1.

The fact that these airplanes were already on order from late 1999 seems a bit too convenient.

Regardless of whether ALPA knew, or should have known, the point remains the same. Small jets and large jets, regardless of who pilots them, are a part of a single transportation system under the control of Delta management. It makes no more sense to have another group of pilots flying CRJ900's than it does to have another group of pilots flying MD88's or 777's. Arguably the 777 flying is less integrated into Delta's network.

Strategically, job protection provisions will be called on during duress. Just as a wing is designed for an unusual stress, scope can't be predicated on fair weather flying and growth.

I have no idea if ALPA saw the clouds on the horizon in 2000, but management most likely did and had already taken action which preempted their own subsequent bargaining. By not taking the contrarian view, we left ourselves exposed.

The proper answer then, as it always is from a union perspective is unity. We should not be trying to play arbitrage games with other pilots performing our work.

georgetg

Thanks Scoop, you're living up to your name!

Cheers
George

Bucking Bar

Couple of points, then I'll get into my factual basis:

1. When one division of Delta is furloughing and Delta's subsidiaries are junior manning Captains from new hire classes ... that is clear evidence of a scope failure.
2. When non union carriers are growing and ALPA carriers are shrinking ... that is clear evidence of a scope failure.

As for the time line:

• Quote:

  Thursday, March 30, 2000
  Delta connectors to buy up to 500 jets
  
  BY MIKE BOYER
  The Cincinnati Enquirer
  Comair and Atlantic Southeast Airlines, the Delta Connection carriers, Wednesday announced the largest regional jet order in history for up to 500 aircraft in the next decade.

• June 21, 2001 ... Contract 2000 signed and block hour ratios established 34% for 2002, 36% 2003, 37% 2004
• 2002 block hour ratio reset to 44 to 48% linking to DAL's operating margins ... thus my "ill afford" comment and while Slowplay probably has the exact numbers, DCI likely was in non compliance before the deal was inked ... DCI carriers were operating in violation of the Delta contract*)
• 2004 Block hour ratio 50% in years DAL's pre tax margin >0%
• 2006 Ratios removed and applied to 76 seat jets only ... percentages peak somewhere in the neighborhood of 51% to 54% ... all small jet orders and options placed in 1999 flew for Delta.

If you look at Contract 2000 with the perspective of history, it appears ALPA too knew that the block hour restrictions were likely to fail. Section1, E2 through E5 outlines economic payments to Delta pilots and reset provisions. Who knows what they knew, but they left themselves a roadmap to LOAs 29 & 46 in writing.

... and if you like conspiracies

Elvis90

Thanks Scoop - this was my chief concern.

gloopy

The "stuck chock" concept is one memo away from never existing again. As soon as the hassle/threat of latency equals or exceeds the hassle/threat for D+ there will be no more "stuck chocks" and if there are they just won't be unstuck until zero latency. This whole thing is about reducing pilot headcount. Period.

gloopy

That doesn't add up either though. Even if hiring was right around the corner, what possible circumstance would trigger any kind of formal employment querry from DL for a candidate(s) that doesn't even have an interview scheduled, much less a conditional job offer?

I say myth: busted on this one.

gloopy

I read somewhere (trim tab, some other memo, whatever) that some 717 training for April was already on a few people's lines. If so that's pretty interesting seeing as the training/conversion list isn't even out for anyone else on any equipment yet and likely won't be for another week or two.

gloopy

gloopy

Hey now, if you pass notes in class you know they have to be read aloud!

forgot to bid

Ah... get your GSs out if your ATL MD88 B, we're out of pilots again for Friday.