Any "Latest & Greatest" about Delta?
04-04-2010, 07:50 AM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,414
The one thing I'm concerned about is our scheduling section. The union says that we saved our work rules, but not as far as FO's with 23k or reserve. We rolled over on a bunch of scheduling issues that did not affect the negotiators!!! That is why we don't need pilots negotiating for us!!! We need @#$%&*! pro's doing the negotiating for us. Out of base white slips was a no cost item that benefited everybody but the schedulers.
04-04-2010, 07:57 AM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,414
Well for all of us DTW 75 guys the nightmare has begun. What was once a great category, doing great trips has been ruined by our friends at Mecca south. Thanks Delta for the horrendous May trips and for converting DTW to a satellite base for ATL, with it's inadequate facilities, over saturation and lousy spring and summer weather........ can't wait.
Actually I looked at the DTW trips for May since I have thought about bidding there. They did not look that bad to me. Some of them looked great. Some nice Hawaii flying. 12 day trips worth 75 hours to the orient. The FRA trip that is a great layover and with the switch back to Mainz will be even better.
I do have a suggestion. Let them know in Atlanta that you don't want the flying to Florida ect... Perhaps they should post a displacement and move that time to ATL. ATL has lost a ton of time and I think it would only be fair!
04-04-2010, 08:04 AM
Gets Weekends Off
Joined APC: Mar 2010
Position: SLC 767ER Captain
Posts: 602
I posted this earlier, but I don't think many saw it. This is a reminder that we all are cut from the same cloth.
One fine hot summer afternoon there was a Cessna 150 flying in the pattern at a quiet country airfield. The Instructor was getting quite bothered with the student's inability to maintain altitude in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 5,000ft above him and thought, "Another 1,000
hrs of this and I qualify for that twin charter job! Aaahh... to be a real
pilot going somewhere!"
The Cessna 402 was already late and the boss told him this charter was for one of the Company's premier clients. He'd already set MCT and the cylinders didnt like it in the heat of this summer day. He was at 6,000ft and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty dang tired of fighting these engines. Maybe if he got 10,000ft out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000ft in the serene blue sky. "Oh man" he thought, "My interview is next month. I hope I just don't blow it! Outta G/A, nice jet job, above the weather... no snotty passengers to wait for... aahhh."
The Boeing 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due to traffic. The Captain, who was only recently advised that his destination was below RVR minimums had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would hopefully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a dang pay cut. The F/O's will be particularly hard hit as their pay wasn't anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O's shoulder as the 737 took another bashing, he said "Now THAT'S what we should be on... huge pay ...super fast... not too many routes...not too many legs... above the CAT... yep!
What a life...!"
FL590 was not what he wanted anyway and considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down.
That dang rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he'd like to see. The Concorde descended to FL570 but the radiation was still quite high even though the Notams indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Space Shuttle. The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, while complicated, must be the-be-all-and-end-all in aviation. Above the crap, no radiation problems, no dang fuel transfer problems...aaah. Must be a great way to earn a buck."
Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the Comm-Sat. The robot arm was virtually usless and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they offered wasn't much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn't this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried Ooooohhhhh yeah! Now THAT'S flying! Man, that's what its all about! Geez I'd give my left nut just to be doing THAT down there!"
What the Discovery Commander was looking at was a Cessna 150 in the pattern at a quiet country airfield on a nice bright sunny afternoon.
Boy, I'll tell you...pilots are never happy unless they are drinking beer and looking for a better job!
One fine hot summer afternoon there was a Cessna 150 flying in the pattern at a quiet country airfield. The Instructor was getting quite bothered with the student's inability to maintain altitude in the thermals and was getting impatient at sometimes having to take over the controls. Just then he saw a twin engine Cessna 5,000ft above him and thought, "Another 1,000
hrs of this and I qualify for that twin charter job! Aaahh... to be a real
pilot going somewhere!"
The Cessna 402 was already late and the boss told him this charter was for one of the Company's premier clients. He'd already set MCT and the cylinders didnt like it in the heat of this summer day. He was at 6,000ft and the winds were now a 20kt headwind. Today was the 6th day straight and he was pretty dang tired of fighting these engines. Maybe if he got 10,000ft out of them the wind might die off... geez those cylinder temps! He looked out momentarily and saw a B737 leaving a contrail at 33,000ft in the serene blue sky. "Oh man" he thought, "My interview is next month. I hope I just don't blow it! Outta G/A, nice jet job, above the weather... no snotty passengers to wait for... aahhh."
The Boeing 737 bucked and weaved in the heavy CAT at FL330 and ATC advised that lower levels were not available due to traffic. The Captain, who was only recently advised that his destination was below RVR minimums had slowed to LRC to try and hold off a possible inflight diversion, and arrange an ETA that would hopefully ensure the fog had lifted to CATII minima. The Company negotiations broke down yesterday and looked as if everyone was going to take a dang pay cut. The F/O's will be particularly hard hit as their pay wasn't anything to speak of anyway. Finally deciding on a speed compromise between LRC and turbulence penetration, the Captain looked up and saw Concorde at Mach 2+. Tapping his F/O's shoulder as the 737 took another bashing, he said "Now THAT'S what we should be on... huge pay ...super fast... not too many routes...not too many legs... above the CAT... yep!
What a life...!"
FL590 was not what he wanted anyway and considered FL570. Already the TAT was creeping up again and either they would have to descend or slow down.
That dang rear fuel transfer pump was becoming unreliable and the F/E had said moments ago that the radiation meter was not reading numbers that he'd like to see. The Concorde descended to FL570 but the radiation was still quite high even though the Notams indicated hunky dory below FL610. Fuel flow was up and the transfer pump was intermittent. Evening turned into night as they passed over the Atlantic. Looking up, the F/O could see a tiny white dot moving against the backdrop of a myriad of stars. "Hey Captain" he called as he pointed. "Must be the Space Shuttle. The Captain looked for a moment and agreed. Quietly he thought how a Shuttle mission, while complicated, must be the-be-all-and-end-all in aviation. Above the crap, no radiation problems, no dang fuel transfer problems...aaah. Must be a great way to earn a buck."
Discovery was into its 27th orbit and perigee was 200ft out from nominated rendezvous altitude with the Comm-Sat. The robot arm was virtually usless and a walk may become necessary. The 200ft predicted error would necessitate a corrective burn and Discovery needed that fuel if a walk was to be required. Houston continually asked what the Commander wanted to do but the advice they offered wasn't much help. The Commander had already been 12 hours on station sorting out the problem and just wanted 10 minutes to himself to take a leak. Just then a mission specialist, who had tilted the telescope down to the surface for a minute or two, called the Commander to the scope. "Have a look at this Sir, isn't this the kinda flying you said you wanted to do after you finish up with NASA?" The Commander peered through the telescope and cried Ooooohhhhh yeah! Now THAT'S flying! Man, that's what its all about! Geez I'd give my left nut just to be doing THAT down there!"
What the Discovery Commander was looking at was a Cessna 150 in the pattern at a quiet country airfield on a nice bright sunny afternoon.
Boy, I'll tell you...pilots are never happy unless they are drinking beer and looking for a better job!
04-04-2010, 08:14 AM
Moderator
Joined APC: Dec 2007
Position: DAL 330
Posts: 6,945
Yeah no doubt - the May bid package is atrocious. Oh well, at least the projected line count is up and I did notice that April had more lines than March or February. I guess more crappy trips are better than less crappy trips.
Happy Easter all!Scoop
04-04-2010, 08:23 AM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,014
Junior pilots should not be made to feel anyone need "pay" to protect their jobs. Job protection should be task number one out of the union's own sense of self preservation. Job protection provisions should NEVER be used to create bargaining capital. A union should never "sell" one member's job to subsidize preferred members jobs. This outsourcing is a poison to our association and "no furlough" clauses are a poor antidote.
Note that most of the angst directed a decertification of our union justifies their rants using our ineffectiveness at job protection. To the extent that our union fails to unify members by treating senior and junior members differently, they're right.
No need to apologize for adding to the conversation. I'm glad you joined in. Thanks!
04-04-2010, 08:53 AM
Gets Weekends Off
Joined APC: Mar 2010
Position: SLC 767ER Captain
Posts: 602
The best job protection is tight, effective, scope. Inclusive scope.
Junior pilots should not be made to feel anyone need "pay" to protect their jobs. Job protection should be task number one out of the union's own sense of self preservation. Job protection provisions should NEVER be used to create bargaining capital. A union should never "sell" one member's job to subsidize preferred members jobs. This outsourcing is a poison to our association and "no furlough" clauses are a poor antidote.
Note that most of the angst directed a decertification of our union justifies their rants using our ineffectiveness at job protection. To the extent that our union fails to unify members by treating senior and junior members differently, they're right.
No need to apologize for adding to the conversation. I'm glad you joined in. Thanks!
Junior pilots should not be made to feel anyone need "pay" to protect their jobs. Job protection should be task number one out of the union's own sense of self preservation. Job protection provisions should NEVER be used to create bargaining capital. A union should never "sell" one member's job to subsidize preferred members jobs. This outsourcing is a poison to our association and "no furlough" clauses are a poor antidote.
Note that most of the angst directed a decertification of our union justifies their rants using our ineffectiveness at job protection. To the extent that our union fails to unify members by treating senior and junior members differently, they're right.
No need to apologize for adding to the conversation. I'm glad you joined in. Thanks!
04-04-2010, 09:06 AM
Gets Weekends Off
Joined APC: Apr 2007
Position: Captain
Posts: 129
Dc-9 Msp
Has anyone noticed how much DC-9 flying is being cut in May? They are projecting only 36 lines for Captains and we curently have 120 in MSP. When are they closing the DC-9 base there?
04-04-2010, 09:34 AM
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
04-04-2010, 09:36 AM
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
The best job protection is tight, effective, scope. Inclusive scope.
Junior pilots should not be made to feel anyone need "pay" to protect their jobs. Job protection should be task number one out of the union's own sense of self preservation. Job protection provisions should NEVER be used to create bargaining capital. A union should never "sell" one member's job to subsidize preferred members jobs. This outsourcing is a poison to our association and "no furlough" clauses are a poor antidote.
Note that most of the angst directed a decertification of our union justifies their rants using our ineffectiveness at job protection. To the extent that our union fails to unify members by treating senior and junior members differently, they're right.
No need to apologize for adding to the conversation. I'm glad you joined in. Thanks!
Junior pilots should not be made to feel anyone need "pay" to protect their jobs. Job protection should be task number one out of the union's own sense of self preservation. Job protection provisions should NEVER be used to create bargaining capital. A union should never "sell" one member's job to subsidize preferred members jobs. This outsourcing is a poison to our association and "no furlough" clauses are a poor antidote.
Note that most of the angst directed a decertification of our union justifies their rants using our ineffectiveness at job protection. To the extent that our union fails to unify members by treating senior and junior members differently, they're right.
No need to apologize for adding to the conversation. I'm glad you joined in. Thanks!
04-04-2010, 10:10 AM
Gets Weekends Off
Joined APC: Feb 2007
Position: 765-A
Posts: 6,844
I was going to say the same thing happened in DTW for April, but it wasn't. You guys got cut back waaay more. I'm confused and back on here to ask if it is normal for them to cut flying in a base in such an extreme manner? In looking at the MSP categories, I see that the new M88 category is projected to have 94 A lines, but they only have 65 A's that will be projected to be in base by then. Are they really going to have 29 lines worth of open time when all is said and done? Or, are they going to reassign it to different airplanes (Like maybe to the 85 DC-9 captains who will be on reserve.)
BTW, I got curious and looked at the entire airline and it looks like, except for the DC-9, most category's are short for May. For instance, if I'm reading it right, NYC M88A will have only 8 reserves for approximately 73 blockholder's. I mean rolling thunder can't possibly cover that and the shortage in MSP, right? What gives?
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