roadrunner65

Speaking of PBS, it just 5h1t the bed. (1220 EDT) Halfway through my bid, and poof. I hope it saved my work.

gzsg

2014 Pay Rates

767 $219.62
737 $211.70

$7 and change. If you think that is widebody pay and not 757 more power to you.

Elvis90

I have a friend who has conditional employment with Delta, but he's going to a Delta Pilot Review Board because of the Psych Eval. He's military, and has told me that several military guys from his interview group are going to this review board because of the Psych Eval. I've read past post regarding this. I know Delta loves military pilots who are becoming fewer in number these days. What is the likelihood that he'll fly for us? Seems more of a formality to me. He said that his interview went very well.

Scoop

gzsg,

You are correct that the pay difference is minimal now, but the history of it is pretty complicated and mostly before my time. I believe that serious mid-contract gains were made as certain aircraft were added to the DAL fleet, specifically the 737NG and the 777.

So if the 737's made a huge gain on WB pay in the past and that gain is still evident today, is that necessarily a bad thing?

Scoop

nwaf16dude

The difference between ER and 737 pay is of less concern to me than the difference between the ER and the A330/765. Without taking the time to run the math again, I'm pretty sure it's the largest percentage difference in the fleet.

acl65pilot

I think we are talking past each other. I was referring to those on property and those already effected by those two events, not those yet on property.

acl65pilot

Yes C2K required 300 less pilots with the work rule changes. I remember Dotty explaining that to me quite well. Prior to 9-11 the gap in hiring was to be short lived, after it wasn't. The business was quite leveraged going in to 2001 after the actions taken prior to C2K's signing.

In 1991, yes PanAm was bought and yes that was also the initial pause in hiring, but another "world" event deepened the effects of the stop in hiring.

The take away is that both large hiring cycles lasted about six years and stopped for about six years each. Just food for thought at we go in to an expected cycle that is to double both of these. Call it a combination of corporate action and world events, but both large hiring cycles and the time frame in between them was about six years. For all intents and purposes, the 2007-2008 waive about 770 pilots had a burp in 2010 that broke the trend line, but its been about six years since the last major hiring cycle as well. Again corporate action and world events collided. the 2010 deviation was explained in the base visits. The difference last time is no one was furloughed.


Its merely historical events and cycles that should be looked at as we move in to a second up contract (breaking historical trends btw) and the time frame we have until things may break. Its no more than using historical waves as one data point. It helps build perspective for all of us.

shiznit

Surely you jest.....

2008:
NWA . . 757 - $144.41

NWA . . 330 - $161.52 (+$17.11)
DAL . . .757 - $159.98 (+$15.57)

Using the rate YOU had at NWA for the 757, it definitely wasn't a WB payrate; I completely agree!

The DAL contract certainly seemed to have the 757 pay in line with your historical definition of WB pay differential.

Scoop

No worries. I agree with your main point on the need to think strategically and also the fact that the music can stop at any moment.

Scoop

sailingfun

The same thing applies to the 767-400 which generated the A330 rate in the merger. We were able to negotiate a rate higher then the norm based on the increased efficiency of the newer airframes. The 767-400, 777 and 737NG all got the higher rates.