Any "Latest & Greatest" about Delta?
06-04-2013, 05:25 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Just remember that we fly airplanes, we don’t buy them.
And yes I will beat that drum til C2015. Because while I will fly our airplanes for whatever price 50.1% of the pilot group agrees to, I do not want to do another “if you… then we will give you these airplanes to fly”.
That stuff is none of our business. And I think maybe if we get out of that business they won’t take outsourcing to the max allowed out of the fear that we won’t bail them out when outsourcing bites the bottomline as much it bites our bottoms.
Just look at what we found out after we bought ourselves 717s...
In all my reading I haven't run across a "we'd been fine either way if the pilots had said no. We could've lived just fine without the 717s and large regional jets and instead just kept our large fleet of 50-seaters." Or "Our only regret is we didn't get to purchase Dash 8-400s."
All I see is we wanted out of 50 seat RJs really bad and we really wanted the 717s and more large RJs. We got rid of airplanes we didnt want and got ones we did want and the pilots were the key.
And yes I will beat that drum til C2015. Because while I will fly our airplanes for whatever price 50.1% of the pilot group agrees to, I do not want to do another “if you… then we will give you these airplanes to fly”.
That stuff is none of our business. And I think maybe if we get out of that business they won’t take outsourcing to the max allowed out of the fear that we won’t bail them out when outsourcing bites the bottomline as much it bites our bottoms.
Just look at what we found out after we bought ourselves 717s...
2012 Q2 Earnings Call:
RA: The first investment we are making is to restructure our domestic fleet by eliminating a substantial portion of our 50-seat regional jet fleet. We’ve already completely retired our propeller fleet. We will ultimately replace 75% of our 50-seat flying with more cost-effective mainline aircraft and two-class regional jets. Our 50-seaters peaked at more than 500 in 2008 and we intend to reduce it to less than 125 aircraft over the next two years.
EB: We haven’t publicly disclosed the impact. Obviously we believe it to be substantial. If you look at the, not just the cost of continuing to keep the 50-seat RJs in the fleet but even more importantly the upcoming fairly significant maintenance costs that we’re going to be experiencing which will run into the hundreds of millions of dollars on that fleet if we had decided to retain that aircraft. So not just a savings on the current cost structure but a substantial benefit to offset future cost rises.
RA: With the benefits achieved with our new pilot agreement, we have the flexibility we need to both accelerate our fleet restructuring and improve pilot productivity as we vary our capacity by season. The agreement enables us to up-gauge our domestic fleet by acquiring 717s and two-class regional jets which will replace more than 200 50-seat aircraft over the next few years.
2012 Q3 Earnings Call:
RA: So by up-gauging the domestic with MD-90 and 717s which are really capital efficient and then the 737-900s, we’ll be able to produce the same number of seats but we’ll do it with fewer airplanes, fewer takeoffs and landings which is where the scale leverage comes from, from the fleet changes.
EB: No, because actually, we’ll be mindful of our frequency by market and that’s a key driver, and the 717 deal, particularly, gives us much better gauge and the second thing is, I don’t think customers want to fly 800, 900 miles on a 50-seater. Part of what we’re doing here is putting a better product in the market, better fuel efficiency, fewer airplanes in the air and our customers tell us they much prefer flying on mainline airplanes rather than 34-, 44-, and 50-seat airplanes.
EB: So we will look at all alternatives in terms of which balance sheet they end up on, the regional partner on Delta but when you think about it from a total liability perspective, what our goal is, is to take out the debt and significant costs that are part of owning all these 50-seaters.
RA: The first investment we are making is to restructure our domestic fleet by eliminating a substantial portion of our 50-seat regional jet fleet. We’ve already completely retired our propeller fleet. We will ultimately replace 75% of our 50-seat flying with more cost-effective mainline aircraft and two-class regional jets. Our 50-seaters peaked at more than 500 in 2008 and we intend to reduce it to less than 125 aircraft over the next two years.
EB: We haven’t publicly disclosed the impact. Obviously we believe it to be substantial. If you look at the, not just the cost of continuing to keep the 50-seat RJs in the fleet but even more importantly the upcoming fairly significant maintenance costs that we’re going to be experiencing which will run into the hundreds of millions of dollars on that fleet if we had decided to retain that aircraft. So not just a savings on the current cost structure but a substantial benefit to offset future cost rises.
RA: With the benefits achieved with our new pilot agreement, we have the flexibility we need to both accelerate our fleet restructuring and improve pilot productivity as we vary our capacity by season. The agreement enables us to up-gauge our domestic fleet by acquiring 717s and two-class regional jets which will replace more than 200 50-seat aircraft over the next few years.
2012 Q3 Earnings Call:
RA: So by up-gauging the domestic with MD-90 and 717s which are really capital efficient and then the 737-900s, we’ll be able to produce the same number of seats but we’ll do it with fewer airplanes, fewer takeoffs and landings which is where the scale leverage comes from, from the fleet changes.
EB: No, because actually, we’ll be mindful of our frequency by market and that’s a key driver, and the 717 deal, particularly, gives us much better gauge and the second thing is, I don’t think customers want to fly 800, 900 miles on a 50-seater. Part of what we’re doing here is putting a better product in the market, better fuel efficiency, fewer airplanes in the air and our customers tell us they much prefer flying on mainline airplanes rather than 34-, 44-, and 50-seat airplanes.
EB: So we will look at all alternatives in terms of which balance sheet they end up on, the regional partner on Delta but when you think about it from a total liability perspective, what our goal is, is to take out the debt and significant costs that are part of owning all these 50-seaters.
In all my reading I haven't run across a "we'd been fine either way if the pilots had said no. We could've lived just fine without the 717s and large regional jets and instead just kept our large fleet of 50-seaters." Or "Our only regret is we didn't get to purchase Dash 8-400s."
All I see is we wanted out of 50 seat RJs really bad and we really wanted the 717s and more large RJs. We got rid of airplanes we didnt want and got ones we did want and the pilots were the key.
Last edited by forgot to bid; 06-04-2013 at 05:52 PM.
06-04-2013, 06:03 PM
Straight QOL, homie
Joined APC: Feb 2012
Position: Record-Shattering Profit Facilitator
Posts: 4,202
Absolutely.
And we don't chip in for gas, either.
And let's pledge not to talk ourselves into absorbing whatever new crisis the company and ALPA manufacture to help them manipulate our crippling risk aversity.
And for crying out loud, let's educate the low-information ALPA-trusting voters to make sure they accomplish some due diligence next time around. No more following ALPA's powerpoint rangers off the cliff.
And we don't chip in for gas, either.
And let's pledge not to talk ourselves into absorbing whatever new crisis the company and ALPA manufacture to help them manipulate our crippling risk aversity.
And for crying out loud, let's educate the low-information ALPA-trusting voters to make sure they accomplish some due diligence next time around. No more following ALPA's powerpoint rangers off the cliff.
Last edited by Purple Drank; 06-04-2013 at 06:16 PM.
06-04-2013, 06:09 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Just catching up here, but the "getting the 7ER thing out of seniority" discussion... I've got to comment there.
At my peak, I was ~360 out of ~420 on the ATL767. That's a lot of people behind me, and I held a line several months out of the year typically. That's hardly out of seniority.
Had I bid to the NYC 7ER, I would have peaked at ~65% in category. Is almost half way up in category holding it out of seniority? I could have held my choice of various nice trips as a very solid lineholder, though mostly on the weekends... including CPT, AMM, CAI, the occasional PRG, VCE, south america, and various others.
What happened? Well we merged (nothing against the NW guys), and we've reduced service or just don't serve at all piles of those cities. NYC was an all international category up through around 2009. We outsourced many of those cities completely to AF/KL.
I'd still be a lineholder on the NYC7ER, albeit down to around 75% in category-- doing mostly domestic flying. Guess what I used to do a lot on the ATL767? Yep... NYC 757 domestic and local international legs.
Was anyone holding the 7ER out of seniority? Nope. Was getting that senior on a widebody category not the historical norm at DL? Yep, but that doesn't make it out of seniority. Why aren't we holding it anymore? Well... we don't fly to those cities anymore, the airline has been synergized (I'm sure FTB can dig up how many people were on the 767+7ER in later 2008 vs. now), and we've realigned to smaller gauge flying.
Oh, and whoever said that the FAA said to stop putting newhires on the ER, that never happened.
At my peak, I was ~360 out of ~420 on the ATL767. That's a lot of people behind me, and I held a line several months out of the year typically. That's hardly out of seniority.
Had I bid to the NYC 7ER, I would have peaked at ~65% in category. Is almost half way up in category holding it out of seniority? I could have held my choice of various nice trips as a very solid lineholder, though mostly on the weekends... including CPT, AMM, CAI, the occasional PRG, VCE, south america, and various others.
What happened? Well we merged (nothing against the NW guys), and we've reduced service or just don't serve at all piles of those cities. NYC was an all international category up through around 2009. We outsourced many of those cities completely to AF/KL.
I'd still be a lineholder on the NYC7ER, albeit down to around 75% in category-- doing mostly domestic flying. Guess what I used to do a lot on the ATL767? Yep... NYC 757 domestic and local international legs.
Was anyone holding the 7ER out of seniority? Nope. Was getting that senior on a widebody category not the historical norm at DL? Yep, but that doesn't make it out of seniority. Why aren't we holding it anymore? Well... we don't fly to those cities anymore, the airline has been synergized (I'm sure FTB can dig up how many people were on the 767+7ER in later 2008 vs. now), and we've realigned to smaller gauge flying.
Oh, and whoever said that the FAA said to stop putting newhires on the ER, that never happened.
06-04-2013, 06:11 PM
Gets Weekends Off
Joined APC: Jul 2008
Posts: 5,016
The whole "no hiring" thing from the CR newsletter sure sounds like they've accidentally broken the code on a coming merger. Can't imagine why we'd delay hiring pilots with the retirements coming up, and staff with inefficient and costly displacements, followed by reinstatements, "We've received clarity" is more like "shut up and do what we tell you" from marketing. And despite all this, our capacity is flat, our routes are unchanged, hubs the same, it's not like there's a whole lot of crazy going on at Delta Air Lines. Make ready the boarding party!
We increased large rj scope in the last contract. I don't care what ALPA says. Everything else was smoke and mirrors and weak justifications. I still can't accept the fact that we are still giving up large rj scope.
06-04-2013, 06:12 PM
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
Posts: 7,730
Today's Crew Resources memo was a huge boot in the nadz. Can you imagine if something like that had come out about a month prior to the C2012 vote??
I love the "Bounce Back" thing, re. the 100 displacements and parking the 757's next year.
Yeah...how do you bounce back to an airplane that's gone?
OH...you'll bounce back alright, but from the 88 to the 737!
But you were on the 767?
No soup for you!
Not to worry about those 3% pay increases though, we'll be back in contract negotiations by March or April of 2013.
Oh wait...
I love the "Bounce Back" thing, re. the 100 displacements and parking the 757's next year.
Yeah...how do you bounce back to an airplane that's gone?
OH...you'll bounce back alright, but from the 88 to the 737!
But you were on the 767?
No soup for you!
Not to worry about those 3% pay increases though, we'll be back in contract negotiations by March or April of 2013.
Oh wait...
06-04-2013, 06:14 PM
Gets Weekends Off
Joined APC: Jun 2007
Posts: 1,357
Just remember that we fly airplanes, we don’t buy them.
And yes I will beat that drum til C2015. Because while I will fly our airplanes for whatever price 50.1% of the pilot group agrees to, I do not want to do another “if you… then we will give you these airplanes to fly”.
That stuff is none of our business. And I think maybe if we get out of that business they won’t take outsourcing to the max allowed out of the fear that we won’t bail them out when outsourcing bites the bottomline as much it bites our bottoms.
Just look at what we found out after we bought ourselves 717s...
[/B]
In all my reading I haven't run across a "we'd been fine either way if the pilots had said no. We could've lived just fine without the 717s and large regional jets and instead just kept our large fleet of 50-seaters." Or "Our only regret is we didn't get to purchase Dash 8-400s."
All I see is we wanted out of 50 seat RJs really bad and we really wanted the 717s and more large RJs. We got rid of airplanes we didnt want and got ones we did want and the pilots were the key.
And yes I will beat that drum til C2015. Because while I will fly our airplanes for whatever price 50.1% of the pilot group agrees to, I do not want to do another “if you… then we will give you these airplanes to fly”.
That stuff is none of our business. And I think maybe if we get out of that business they won’t take outsourcing to the max allowed out of the fear that we won’t bail them out when outsourcing bites the bottomline as much it bites our bottoms.
Just look at what we found out after we bought ourselves 717s...
[/B]
In all my reading I haven't run across a "we'd been fine either way if the pilots had said no. We could've lived just fine without the 717s and large regional jets and instead just kept our large fleet of 50-seaters." Or "Our only regret is we didn't get to purchase Dash 8-400s."
All I see is we wanted out of 50 seat RJs really bad and we really wanted the 717s and more large RJs. We got rid of airplanes we didnt want and got ones we did want and the pilots were the key.
Btw, I see what Ed did here:
EB: No, because actually, we’ll be mindful of our frequency by market and that’s a key driver, and the 717 deal, particularly, gives us much better gauge and the second thing is, I don’t think customers want to fly 800, 900 miles on a 50-seater. Part of what we’re doing here is putting a better product in the market, better fuel efficiency, fewer airplanes in the air and our customers tell us they much prefer flying on mainline airplanes rather than 34-, 44-, and 50-seat airplanes.
06-04-2013, 06:35 PM
Gets Weekends Off
Joined APC: Jun 2007
Posts: 1,357
Today's Crew Resources memo was a huge boot in the nadz. Can you imagine if something like that had come out about a month prior to the C2012 vote??
I love the "Bounce Back" thing, re. the 100 displacements and parking the 757's next year.
Yeah...how do you bounce back to an airplane that's gone?
OH...you'll bounce back alright, but from the 88 to the 737!
But you were on the 767?
No soup for you!
Not to worry about those 3% pay increases though, we'll be back in contract negotiations by March or April of 2013.
Oh wait...
I love the "Bounce Back" thing, re. the 100 displacements and parking the 757's next year.
Yeah...how do you bounce back to an airplane that's gone?
OH...you'll bounce back alright, but from the 88 to the 737!
But you were on the 767?
No soup for you!
Not to worry about those 3% pay increases though, we'll be back in contract negotiations by March or April of 2013.
Oh wait...
DPA
1. Dues structure: 1st Year = 1.75%, 2nd Year = 1.5%, 3rd Year = 1.25%, 4th Year and beyond = 1%, .5% flex up during negotiations
2. No dues on profit sharing or other bonuses. Flex up dues fully accountable and unused portion returned after contract signed.
3. Dues savings annual average: Captains will save approximately $2,000, First Officers will save approximately $1,400.
4. DPA projects annual dues income of $35,000,000 at 1.75%, $30,000,000 at 1.5%, $25,000,000 at 1.25% and $20,000,000 at 1%
5. With a $15,000,000 annual budget, DPA will amass $35,000,000 excess in two years, more than ALPA’s (uncommitted) MCF total.
6. All dues collected will be used exclusively for Delta Pilot mandates.
7. DPA is now recognized by the IRS as a 501(c)5 Non-Profit Labor Organization. Constitution and By-Laws are posted.
8. DPA has guarantee letters for Aeromedical Services and Insurance products from Harvey Watt, ING and Great Southern Life.
9. The contract remains in force when DPA is certified. DPA will enter the normal negotiating cycle specified in the PWA.
10. DPA has no interest in addressing the Seniority List in any way. We are Delta Pilots working together for our future.
11. DPA uses open surveys with posted results. Delta Pilots can hold DPA accountable for survey results. Unity in purpose.
12. DPA will operate 8 Seniority Blocks of 1,500 pilots each. Each Block will have two Reps who are living those seniority issues.
13. Delta Pilots will VOTE for the DPA President and all other officer/representative positions.
14. Delta Pilots will see resumes and statements of intent for all elected positions including Committee Chair positions.
15. Out of almost 5,400 DPA Members, over 1,700 are ATL based, 1,100 are DTW based, 700 are MSP based and 700 are NYC based.
16. DPA is not “militant”. As an independent union, we hang our hat on Delta’s success. We will enforce a solid contract, however.
17. Professional negotiators will pursue Delta Pilot demands formed through open surveys.
18. All members will have full access to all finances, online, all the time.
19. Members may participate in video-teleconference Seniority Block meetings and be heard. DPA will exploit technology.
20. DPA leaders may not take management jobs for five years after serving the Delta Pilots.
21. Dues dollars will not be used to purchase alcohol at union meetings.
22. DPA is not “angry”, just determined to remove a broken association and achieve what is best/long overdue for Delta Pilots.
23. DPA will not represent any regional carriers. We will pursue all flying under the Delta brand if directed to by the Delta Pilots.
24. DPA will pursue contract improvements in all areas, even if some areas do not generate more dues dollars as a result.
25. DPA is not affiliated with the AFL-CIO or any other entity. Delta Pilots will direct who we affiliate with.
26. DPA leaders will be paid the ALV of the position bid plus a service override. DPA leaders will fly a half line minimum each month.
27. DPA leaders will not have a special pension that the Delta Pilot group does not also have.
28. DPA will be frugal with Delta Pilot dues contributions and seek to return excess to the members through refunds and benefits.
29. DPA will not face lawsuits from other airline pilot groups. There will be no conflicts of interest with other carriers.
30. DPA’s only desire is to exclusively represent the Delta Pilot group in whatever the 11,750 Pilots direct. Period.
Que the ALPA guys who will parrot their only talking points: "With that crazy Tim in charge I would never join the "fringe" group" (even though every single person including the new president will be elected by and for the pilot group)...."USAPA got nowhere and they are one in the same with DPA." (DPA is not USAPA the same way SWAPA is not USAPA)...."This is only about NWA guys trying to grab seniority back" (it's not and never was).
Last edited by Jack Bauer; 06-04-2013 at 06:50 PM.
06-04-2013, 06:40 PM
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
Posts: 7,730
EB conveniently made it sound like the 70 seat and above jets were with mainline by implying the other than 34,44 and 50 seaters where the "mainline" airplanes our customers tell us they much prefer. A sin of omission if you will. The semantic games our management play gets really old.
Why is Fast Eddie still working here?
I think he's the only Management Tool who survived Bankruptcy.
"I lie awake at night worried that we didn't take enough from the Delta Pilots..."
And then Moak went to his Birthday Party.
06-04-2013, 06:45 PM
Gets Weekends Off
Joined APC: Jun 2007
Posts: 1,357
VS what we have been getting:
ALPA FACT SHEET
1. Dues structure: 1.95% (1.90% effective 2014). Almost twice as expensive as other independent unions.
2. Takes dues on profit sharing and other bonuses.
3. Refuses to publish online Flight Pay Loss (in dollars paid) for DALPA Reps back to 2010 when required by resolution and ignored.
4. Delta gives over $39,000,000 annually to ALPA National, 34% of its income. Delta Pilots get back only 1/3rd for our use.
5. ALPA’s NET assets fell to $39,000,000 as of 12/31/2012. MCF is at $33,000,000 in uncommitted funds, ½ of the $70M required.
6. ALPA dues ($53,305) were used in 2012 to send American Eagle regional pilots to Six Flags Over Texas and baseball games.
7. ALPA is affiliated with the AFL-CIO. Delta Pilots have not approved this affiliation through a survey.
8. ALPA artificially lowered optional insurance rates below the ALPA negotiated Delta optional rates. Conflict of interest.
9. ALPA negotiated contracts are sloppy, full of loopholes and only enforced when it suits ALPA agendas. (Codeshare, bunks, etc.)
10. ALPA is unable to fully represent either side of a dual ALPA carrier merger. It must remain neutral or be sued.
11. Surveys results are not published, except the Age 60 survey which ALPA then ignored. No accountability. No unity.
12. ALPA refuses to follow survey results in selecting contract goals. Member mandates are ignored.
13. Delta Pilots are not allowed to vote for ALPA President/Officers or MEC Chairmen/Officers. Cronyism is rampant.
14. Conflict of Interest lawsuits are destroying ALPA finances. TWA - $1.7 Billion Damage Trial to conclude soon.
15. AirTran DFR, UAL Furlough Longevity and CAL Military lawsuits also currently in progress against ALPA. Legal fees are enormous.
16. Unity Resolution of 2000 affirms long-standing goal of recruiting independent unions, yet fails to represent current members.
17. Extravagant spending disrespects the membership. $360 per night hotel rooms, $1.5 Million BOD meeting on the beach in FL.
18. Refuses to publish online itemized pay and benefits received by local and national officers/representatives.
19. National officers/employees have a special pension benefit while the membership does not.
20. ALPA leaders often take management positions after union work is finished. Randy Babbitt is now SWA VP of Labor Relations.
21. Dues dollars are used to purchase alcohol at union meetings.
22. ALPA Toolbox is useless against a fellow ALPA carrier or any other carrier ALPA is attempting to recruit.
23. ALPA represents regional carriers. ALPA used the Delta contract to benefit regional members. (35% ALPA new hires, 76 seaters)
24. ALPA is allowing AF/KLM Joint Venture Scope non-compliance through a poorly crafted contract.
25. ALPA cannot stop trading scope for pay because it benefits its regional members.
26. ALPA designated reps are paid 92 hours monthly for position they could hold plus a $1,500/$1,000 stipend. Super seniority.
27. ALPA refuses to show the accounting books or officer names/salaries of offshore subsidiary Kitty Hawk Insurance Co.
28. ALPA National President received 2012 increase in total compensation from $540,408 to $576,968.
29. ALPA is $75M in debt. It is taking out more and more loans to cover legal expenses in multiple conflict of interest lawsuits.
30. ALPA’s first goal is to grow membership and associated dues income. Representing current members is secondary.
31. ALPA has taken in and been responsible for over $3 BILLION in total income since 2000. Has only $39M in NET assets left.
32. Minimum ALPA Designated Rep annual pay: CA Roberts - $283K, CA Van Sickle - $293K, FO Guilfoyle - $247K, FO Fries - $225K, CA Dominguez - $277K, FO Rogers - $247K, FO Olmstead - $225K, FO Coons - $229K – FO Nevins - $193K.
33. Jobs promised in last contract. No hiring for all of 2012 or 2013. 757s to be parked and 737s will replace..…pay cut.
34. ALPA Reps stated that Delta had no more left to give in last contract. Delta gives investors $1 BILLION (dividend and buyback) as a result. ALPA should have listened to the pilots instead of pursuing different agenda.
ALPA FACT SHEET
1. Dues structure: 1.95% (1.90% effective 2014). Almost twice as expensive as other independent unions.
2. Takes dues on profit sharing and other bonuses.
3. Refuses to publish online Flight Pay Loss (in dollars paid) for DALPA Reps back to 2010 when required by resolution and ignored.
4. Delta gives over $39,000,000 annually to ALPA National, 34% of its income. Delta Pilots get back only 1/3rd for our use.
5. ALPA’s NET assets fell to $39,000,000 as of 12/31/2012. MCF is at $33,000,000 in uncommitted funds, ½ of the $70M required.
6. ALPA dues ($53,305) were used in 2012 to send American Eagle regional pilots to Six Flags Over Texas and baseball games.
7. ALPA is affiliated with the AFL-CIO. Delta Pilots have not approved this affiliation through a survey.
8. ALPA artificially lowered optional insurance rates below the ALPA negotiated Delta optional rates. Conflict of interest.
9. ALPA negotiated contracts are sloppy, full of loopholes and only enforced when it suits ALPA agendas. (Codeshare, bunks, etc.)
10. ALPA is unable to fully represent either side of a dual ALPA carrier merger. It must remain neutral or be sued.
11. Surveys results are not published, except the Age 60 survey which ALPA then ignored. No accountability. No unity.
12. ALPA refuses to follow survey results in selecting contract goals. Member mandates are ignored.
13. Delta Pilots are not allowed to vote for ALPA President/Officers or MEC Chairmen/Officers. Cronyism is rampant.
14. Conflict of Interest lawsuits are destroying ALPA finances. TWA - $1.7 Billion Damage Trial to conclude soon.
15. AirTran DFR, UAL Furlough Longevity and CAL Military lawsuits also currently in progress against ALPA. Legal fees are enormous.
16. Unity Resolution of 2000 affirms long-standing goal of recruiting independent unions, yet fails to represent current members.
17. Extravagant spending disrespects the membership. $360 per night hotel rooms, $1.5 Million BOD meeting on the beach in FL.
18. Refuses to publish online itemized pay and benefits received by local and national officers/representatives.
19. National officers/employees have a special pension benefit while the membership does not.
20. ALPA leaders often take management positions after union work is finished. Randy Babbitt is now SWA VP of Labor Relations.
21. Dues dollars are used to purchase alcohol at union meetings.
22. ALPA Toolbox is useless against a fellow ALPA carrier or any other carrier ALPA is attempting to recruit.
23. ALPA represents regional carriers. ALPA used the Delta contract to benefit regional members. (35% ALPA new hires, 76 seaters)
24. ALPA is allowing AF/KLM Joint Venture Scope non-compliance through a poorly crafted contract.
25. ALPA cannot stop trading scope for pay because it benefits its regional members.
26. ALPA designated reps are paid 92 hours monthly for position they could hold plus a $1,500/$1,000 stipend. Super seniority.
27. ALPA refuses to show the accounting books or officer names/salaries of offshore subsidiary Kitty Hawk Insurance Co.
28. ALPA National President received 2012 increase in total compensation from $540,408 to $576,968.
29. ALPA is $75M in debt. It is taking out more and more loans to cover legal expenses in multiple conflict of interest lawsuits.
30. ALPA’s first goal is to grow membership and associated dues income. Representing current members is secondary.
31. ALPA has taken in and been responsible for over $3 BILLION in total income since 2000. Has only $39M in NET assets left.
32. Minimum ALPA Designated Rep annual pay: CA Roberts - $283K, CA Van Sickle - $293K, FO Guilfoyle - $247K, FO Fries - $225K, CA Dominguez - $277K, FO Rogers - $247K, FO Olmstead - $225K, FO Coons - $229K – FO Nevins - $193K.
33. Jobs promised in last contract. No hiring for all of 2012 or 2013. 757s to be parked and 737s will replace..…pay cut.
34. ALPA Reps stated that Delta had no more left to give in last contract. Delta gives investors $1 BILLION (dividend and buyback) as a result. ALPA should have listened to the pilots instead of pursuing different agenda.
06-04-2013, 07:03 PM
Gets Weekends Off
Joined APC: Dec 2009
Position: Capt
Posts: 2,049
My rep told me a number a couple years back, 9500, and I thought he was nuts. Once again, looks like what he said was spot on. Gross.
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