donelurkin

This question need a bump! This one affects me so I figure I'd come out of my hole.

Doesn't seem right that we're supposed to act as equals now, but a D-S pilot hired on the same day gets a longevity raise, while a D-N brother has to wait around 2-3 months for a pay increase. (At NWA, we weren't given longevity until the first person in class finished IOE.) Wasn't there a resolution filed at one of the LEC meetings lately to bring us even? Any word on how that went? Seems like small potatoes until your waiting through those 2-3 months each year, then it really stings! Sure feels like a B-scale is being allowed.

FIIGMO

This needs to be fixed!!!

Ferris? Ferris Bueller?

80ktsClamp

I would feel the same way if I were in your position. Unfortunately the union peeps don't feel it's a pressing enough issue considering the other discrepancies between the 2 groups that are larger (pensions for one...).

I disagree, so I'll let the unionoids take it from here.

(duck!)

forgot to bid

First, welcome. Glad you decided to join in.

Second, search the posts by Slowplay, there haven't been as many posts as there used to be from him so go back a month of so and I think you'll find your answer.

Third, no its not fair but talk to your reps about it, see if there is a solution in the works and get an answer as to why it is what it is. I am 90% sure what that answer and why it may not be corrected but I'll let those who know for sure answer. I think in essence you can't open one thing without opening everything, like it or not and not to speak on his behalf but thats how the merger chairman explained it to me when it came to the distribution issues with NWA "newhires."

Fourth, thats not a B-scale. Thats not even close. Thats like calling someone a scab because he got hired by Continental... in 2008. As to 2-3 months delay being a stinging, its 2-3 months.

Fifth, remember LOA 19 was voted on and approved by 86.76% of DALN pilots who voted.

Lastly, welcome. First post deserves a second post and a third and then you'll be addicted and a part of the crowd. Like I said, glad you decided to join in. The more insight, questions and so forth the better.

slowplay

Don't tell me you guys actually miss me!

I'm lurking but not posting as much. I've been a little busy with some personal and work stuff, but when somebody presses my "hot" buttons...

forgot to bid

HA! You're like Batman then. We just need to shine a light on the sky to get your attention, just replace the batman sign with a snarky post and he'll come!

Yes, you were missed.

georgetg

all y'all need to get a room!

Cheers
George

forgot to bid

All y'all = more than 3-5 people.

I'm proud George, you write like I talk.

nerd2009

Have AlYalls seen this ?

US regional growth could hinge on major airline labor negotiations
Thursday March 11, 2010

The current round of pilot negotiations at US major network airlines "will be the most important since deregulation" and could determine the future growth path for the regional airline segment, according to William Swelbar, a research engineer at MIT's International Center for Air Transportation.

Speaking yesterday at the FAA Forecast Conference in Washington, Swelbar said that if unions representing mainline pilots agree to relax restrictions on the size and number of aircraft that may be operated by regionals in codeshare with majors, the pilots will become "irrelevant in the US domestic market 25 years from now." Currently, scope clause agreements typically limit the size of regional jets that may be operated under codeshare to 76 seats or fewer. But if, as some suggest, mainline pilots agree to raise the limit to up to 125 seats, regional airlines simply will assume most domestic flying.

Regionals already operate 53% of all US domestic departures and are the majority service providers at many major airports, Regional Airline Assn. President Roger Cohen noted. For example, they operate 52.3% of departures at Chicago O'Hare, 56.4% of Houston Intercontinental departures and 52.1% of New York LaGuardia departures.

Much of this transition occurred during the last major round of scope clause relaxation before and during airline bankruptcy restructurings. According to Swelbar, regional ASMs increased 178% between 2000 and 2009 while mainline domestic ASMs fell 27%. But much of this growth represented a bubble as US majors raced to dump capacity following 9/11 without shedding market presence rather than taking a realistic look at the revenue potential of the domestic market: "Does Jacksonville, N.C., really need nine flights per day when five or six would do?" he asked.

While they may be poised to resume growth after a brief hiatus, regionals face their own challenges. As independent analyst George Hamlin noted at the conference, regional airline profits are not as high as they once were owing to increasing pressure from major partners to accept lower fees under capacity purchase agreements. Furthermore, majors are expected to continue to dump 50-seat RJs from their regional partner fleets. Swelbar said 486 50-seat RJs are under expiring capacity purchase agreements through 2016 and could leave the fleet. "We are in a state of flux," Hamlin said.


by Perry Flint

dalad

Did anyone on here listen to Glen H's talk on the DAL network planning. The transcript will be posted tommorrow.