Any "Latest & Greatest" about Delta?
12-30-2010, 06:02 PM
Gets Weekends Off
Joined APC: Dec 2009
Position: Still in one
Posts: 784
Rumor type stuff:
Talked to a kid at 31 Flavors whose Dad knows a guy that had a long layover conversation with one of our illustrious leaders.
Interesting to say the least.
This union guy doesn't think we will make it to the amendable date without some significant contract modifications. The incoming MEC administration has been very serious about going into "listening mode"
He thinks early talks are a virtual certainty. The big question according to this guy is whether management will seek to move the amendable date in these early talks. .
Talked to a kid at 31 Flavors whose Dad knows a guy that had a long layover conversation with one of our illustrious leaders.
Interesting to say the least.
This union guy doesn't think we will make it to the amendable date without some significant contract modifications. The incoming MEC administration has been very serious about going into "listening mode"
He thinks early talks are a virtual certainty. The big question according to this guy is whether management will seek to move the amendable date in these early talks. .
Don't get me wrong - I hope what you are saying is true - it just is completely different from information coming from sources who should know what is going on. I remain optimistic and agree we should go after low hanging fruit while it's still hanging.
I am a little dismayed that the control of information out of the MEC seems to be following the established Moak lines of demarcation with there being the elected Reps outside the inner circle, and certain MEC insiders whispering what the direction the MEC is taking.
Last edited by TANSTAAFL; 12-30-2010 at 06:21 PM.
12-30-2010, 06:27 PM
Gets Weekends Off
Joined APC: Jul 2010
Position: window seat
Posts: 12,538
Maybe your airplane is different, but I've been on reserve at Delta for almost four years now- haven't you noticed that you will end up on SC or with a trip assigned?
I only end up with perhaps one long call day a month that actually stays that way and I hang out at home.
For me I'd rather have it be 15 days of SC and make another 50k a year....
I only end up with perhaps one long call day a month that actually stays that way and I hang out at home.
For me I'd rather have it be 15 days of SC and make another 50k a year....
I like the rumors of early opening for all positive gains. We would be very, very wise to watch our collective backs on that though. We shouldn't fool ourselves into thinking the company doesn't want to tack on the E190/195 to the carriers already doing E170/175 flying. And/or the Mitsubishi 100ish seater (which Trans States already ordered and is bragging about future scope relief when asked who they will fly them for). And/or the C-Series, et al.
Even keeping scope where it is would be completely unacceptable. The 76 seater as a permittable type (to be outsourced) needs to go, and serious restrictions on the 70 seater as well are in order, as contracts expire at a minimum.
Those who trade scope for pay wind up with neither.
12-30-2010, 06:54 PM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
Wise words Gloopy. Had a nice talk today about that with a senior captain! 
12-30-2010, 07:23 PM
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Position: B757/767
Posts: 13,088
Rumor type stuff:
Talked to a kid at 31 Flavors whose Dad knows a guy that had a long layover conversation with one of our illustrious leaders.
Interesting to say the least.
This union guy doesn't think we will make it to the amendable date without some significant contract modifications. The incoming MEC administration has been very serious about going into "listening mode" and they will only intensify that effort in coming months. What they have heard so far though is pretty much unmistakable. The pilot group remains incredibly motivated and has been quietly carrying an enormous load the last couple years with pretty much no complaining. We have bought into "constructive engagement" while the corporate boys rebuild their finances. But we also expect that all this sacrifice will pay off reasonably quickly now that profitability has been restored. Mention the future and its like a "seething cauldron" with the level of frustration increasing daily. No progress toward contract restoration until 2013 or later is a recipe for a disaster in pilot morale. A major catalyst for that attitude -- the notion that a ValuJet 717 driver is going to be making more than our 777 captains is an embarassment that is really hitting home with even some of the die-hard old-time Widget lovers in Peachtree City.
This "official" doesn't think management will let that toxic brew of resentment build up unabated for another two or three years. Mgmt knows the pilot group has contributed mightily to the recovery of this corporation but bad stuff will inevitably start to happen to the operational statistics if the pilots were to, let's just say, suffer a serious loss of enthusiasm. No illegal concerted activity, just 12,000 p***ed off people turning the wheels instead of 12,000 motivated people.
He thinks early talks are a virtual certainty. The big question according to this guy is whether management will seek to move the amendable date in these early talks. They could address the short-term issues with small bites of the apple just big enough to keep the lid on things until Section 6 plays out or they could open up more of the book and do some bigger things but then of course ask for an extension of the amendable date.
DALPA is preparing for either eventuality but they will be very reluctant to move the amendable date without extensive opportunity for feedback, thorough debate, roadshows, all that..
Talked to a kid at 31 Flavors whose Dad knows a guy that had a long layover conversation with one of our illustrious leaders.
Interesting to say the least.
This union guy doesn't think we will make it to the amendable date without some significant contract modifications. The incoming MEC administration has been very serious about going into "listening mode" and they will only intensify that effort in coming months. What they have heard so far though is pretty much unmistakable. The pilot group remains incredibly motivated and has been quietly carrying an enormous load the last couple years with pretty much no complaining. We have bought into "constructive engagement" while the corporate boys rebuild their finances. But we also expect that all this sacrifice will pay off reasonably quickly now that profitability has been restored. Mention the future and its like a "seething cauldron" with the level of frustration increasing daily. No progress toward contract restoration until 2013 or later is a recipe for a disaster in pilot morale. A major catalyst for that attitude -- the notion that a ValuJet 717 driver is going to be making more than our 777 captains is an embarassment that is really hitting home with even some of the die-hard old-time Widget lovers in Peachtree City.
This "official" doesn't think management will let that toxic brew of resentment build up unabated for another two or three years. Mgmt knows the pilot group has contributed mightily to the recovery of this corporation but bad stuff will inevitably start to happen to the operational statistics if the pilots were to, let's just say, suffer a serious loss of enthusiasm. No illegal concerted activity, just 12,000 p***ed off people turning the wheels instead of 12,000 motivated people.
He thinks early talks are a virtual certainty. The big question according to this guy is whether management will seek to move the amendable date in these early talks. They could address the short-term issues with small bites of the apple just big enough to keep the lid on things until Section 6 plays out or they could open up more of the book and do some bigger things but then of course ask for an extension of the amendable date.
DALPA is preparing for either eventuality but they will be very reluctant to move the amendable date without extensive opportunity for feedback, thorough debate, roadshows, all that..
12-30-2010, 07:26 PM
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Position: B757/767
Posts: 13,088
For those wondering, I'm a currently a junior SWA Cappy, I sat reserve all year, averaged 64 hours per month, and made 257K for 2010. I generally picked up two xtra days of flying each month so I averaged 13 days off a month, not including days they didn't fly me on reserve. Hope this helps you guys.
12-30-2010, 07:33 PM
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Position: DAL Widebody
Posts: 104
12-30-2010, 07:34 PM
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Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
Well, after seeing how the Music City Bowl ended tonight I think tsquare is NOT in a good mood.
12-30-2010, 09:44 PM
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Position: DAL Widebody
Posts: 104
"Scavenging for Hours" would make a great name for a new reality show...unfortunately too many have already shown their willingness for a role (roll?) on the company's casting couch!
12-30-2010, 10:11 PM
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Joined APC: Nov 2009
Position: JFK A-330 A
Posts: 277
What I'm referring to is the inefficiency that multiple aircraft types have on our productivity. For the sake of argument, let's say the average Southwest pilot blocks 900 hours per year, and the average Delta guy blocks 600 hours (I have no idea what the actual numbers are).
Delta has a large number of guys in training for a new airplane at any given time. How much does that bring down the average? Delta needs to have a larger contingent on reserve at any given time, because we have more categories of pilots. These pilots, especially in small categories, may not fly very much. How does that affect our average?
The nature of our operation permits less productivity than Southwest pilots, but it also allows for greater profits than the Southwest model. If the company raises the productivity issue when we benchmark SWA rates in 2012, I hope DALPA raises the BS flag.[/QUOTE]
Because of this difference, DAL should probably be credited with 5:00 hrs/day of differeces training to bring the COMPANY-ELECTED average up, to coincide with the COMPANY-ELECTED simple fleet at SWA. Might provide a better, more realistic comparison, IMMHO.
(P.S. I escaped from Cairo...FINALLY!
)
Delta has a large number of guys in training for a new airplane at any given time. How much does that bring down the average? Delta needs to have a larger contingent on reserve at any given time, because we have more categories of pilots. These pilots, especially in small categories, may not fly very much. How does that affect our average?
The nature of our operation permits less productivity than Southwest pilots, but it also allows for greater profits than the Southwest model. If the company raises the productivity issue when we benchmark SWA rates in 2012, I hope DALPA raises the BS flag.[/QUOTE]
Because of this difference, DAL should probably be credited with 5:00 hrs/day of differeces training to bring the COMPANY-ELECTED average up, to coincide with the COMPANY-ELECTED simple fleet at SWA. Might provide a better, more realistic comparison, IMMHO.
(P.S. I escaped from Cairo...FINALLY!
)
12-31-2010, 04:06 AM
Back on TDY
Joined APC: Apr 2008
Position: 747-400 Captain
Posts: 12,487
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