Any "Latest & Greatest" about Delta?
02-08-2011, 05:38 AM
Gets Weekends Off
Joined APC: Apr 2009
Posts: 187
I am very interested in flying for Delta. I have applied & attend job fairs to get my name & face present.
I have 11,800hrs TT 10,500hrs PIC 9,900hrs is multi-eng & jet.
I have two Part 121 failures.
A jet transition simulator check ride failure (9yrs ago) & a PC failure (1 1/2yrs ago).
I retrained and passed immediately.
On top of that, I also have one line-check failure (8yrs ago).
Is this going to be disqualifying for a job with Delta?
Anyone on the inside at Delta than can enlighten please?
I have 11,800hrs TT 10,500hrs PIC 9,900hrs is multi-eng & jet.
I have two Part 121 failures.
A jet transition simulator check ride failure (9yrs ago) & a PC failure (1 1/2yrs ago).
I retrained and passed immediately.
On top of that, I also have one line-check failure (8yrs ago).
Is this going to be disqualifying for a job with Delta?
Anyone on the inside at Delta than can enlighten please?
02-08-2011, 05:55 AM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 2,539
All payscales don't stop at 12 years. Delta's (and many majors) do. In the regional industry it is not uncommon to 18-20 year scales for Captains. In the case of DCI, longevity is used as a whipsaw. The average Compass Captain is at 3 year scale for pay ($67/hr) and benefits. The average Comair Captain is at top of scale for pay ($99/hr) and benefits. The rest of DCI is someplace in between. The FO differences aren't as dramatic as those payscales generally stop at 8-10 years. Compass has a flow that for a period of time will reset their longevity. Comair doesn't. From Delta's perspective, even though their payscale is relatively aligned that makes a CMR pilot about 20% more expensive than the rest of DCI.
Longevity is something to consider for how you would bring DCI flying back to Delta and is going to be something the UAUA/CAL MEC 's are going to have to overcome in their negotiation if they're to retain CAL vice UAUA scope. For example, Delta's CRJ-900 rate is about $112/hr. That's about the same as M88 or A320 FO at 12 years, and is over $10 per hour greater than the DCI average at that longevity. Where do you think those pilots would bid? Generally to where the money/QOL dictates. Then compare that to the pilot cost per block hour where that flying is currently being done.
It's not a simple problem, in my view. Does this address your question, or did I miss it?
02-08-2011, 06:42 AM
Moderator
Joined APC: Dec 2007
Position: DAL 330
Posts: 6,946
There is something else.
All payscales don't stop at 12 years. Delta's (and many majors) do. In the regional industry it is not uncommon to 18-20 year scales for Captains. In the case of DCI, longevity is used as a whipsaw. The average Compass Captain is at 3 year scale for pay ($67/hr) and benefits. The average Comair Captain is at top of scale for pay ($99/hr) and benefits. The rest of DCI is someplace in between. The FO differences aren't as dramatic as those payscales generally stop at 8-10 years. Compass has a flow that for a period of time will reset their longevity. Comair doesn't. From Delta's perspective, even though their payscale is relatively aligned that makes a CMR pilot about 20% more expensive than the rest of DCI.
Longevity is something to consider for how you would bring DCI flying back to Delta and is going to be something the UAUA/CAL MEC 's are going to have to overcome in their negotiation if they're to retain CAL vice UAUA scope. For example, Delta's CRJ-900 rate is about $112/hr. That's about the same as M88 or A320 FO at 12 years, and is over $10 per hour greater than the DCI average at that longevity. Where do you think those pilots would bid? Generally to where the money/QOL dictates. Then compare that to the pilot cost per block hour where that flying is currently being done.
It's not a simple problem, in my view. Does this address your question, or did I miss it?
All payscales don't stop at 12 years. Delta's (and many majors) do. In the regional industry it is not uncommon to 18-20 year scales for Captains. In the case of DCI, longevity is used as a whipsaw. The average Compass Captain is at 3 year scale for pay ($67/hr) and benefits. The average Comair Captain is at top of scale for pay ($99/hr) and benefits. The rest of DCI is someplace in between. The FO differences aren't as dramatic as those payscales generally stop at 8-10 years. Compass has a flow that for a period of time will reset their longevity. Comair doesn't. From Delta's perspective, even though their payscale is relatively aligned that makes a CMR pilot about 20% more expensive than the rest of DCI.
Longevity is something to consider for how you would bring DCI flying back to Delta and is going to be something the UAUA/CAL MEC 's are going to have to overcome in their negotiation if they're to retain CAL vice UAUA scope. For example, Delta's CRJ-900 rate is about $112/hr. That's about the same as M88 or A320 FO at 12 years, and is over $10 per hour greater than the DCI average at that longevity. Where do you think those pilots would bid? Generally to where the money/QOL dictates. Then compare that to the pilot cost per block hour where that flying is currently being done.
It's not a simple problem, in my view. Does this address your question, or did I miss it?
If the Regionals are so much more efficient and cost effective than us, and I'm talking about the total cost (marketing, Financing, insurance, fuel, maintenance etc) then where are all the successful stand alone Regionals?
While they obviously look good on a direct Pilot to Pilot cost per hour, I wonder how they fare when fuel, marketing (oh thats right they don't do marketing) etc are thrown in.
Scoop
02-08-2011, 06:46 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
There is something else.
All payscales don't stop at 12 years. Delta's (and many majors) do. In the regional industry it is not uncommon to 18-20 year scales for Captains. In the case of DCI, longevity is used as a whipsaw. The average Compass Captain is at 3 year scale for pay ($67/hr) and benefits. The average Comair Captain is at top of scale for pay ($99/hr) and benefits. The rest of DCI is someplace in between. The FO differences aren't as dramatic as those payscales generally stop at 8-10 years. Compass has a flow that for a period of time will reset their longevity. Comair doesn't. From Delta's perspective, even though their payscale is relatively aligned that makes a CMR pilot about 20% more expensive than the rest of DCI.
Longevity is something to consider for how you would bring DCI flying back to Delta and is going to be something the UAUA/CAL MEC 's are going to have to overcome in their negotiation if they're to retain CAL vice UAUA scope. For example, Delta's CRJ-900 rate is about $112/hr. That's about the same as M88 or A320 FO at 12 years, and is over $10 per hour greater than the DCI average at that longevity. Where do you think those pilots would bid? Generally to where the money/QOL dictates. Then compare that to the pilot cost per block hour where that flying is currently being done.
It's not a simple problem, in my view. Does this address your question, or did I miss it?
All payscales don't stop at 12 years. Delta's (and many majors) do. In the regional industry it is not uncommon to 18-20 year scales for Captains. In the case of DCI, longevity is used as a whipsaw. The average Compass Captain is at 3 year scale for pay ($67/hr) and benefits. The average Comair Captain is at top of scale for pay ($99/hr) and benefits. The rest of DCI is someplace in between. The FO differences aren't as dramatic as those payscales generally stop at 8-10 years. Compass has a flow that for a period of time will reset their longevity. Comair doesn't. From Delta's perspective, even though their payscale is relatively aligned that makes a CMR pilot about 20% more expensive than the rest of DCI.
Longevity is something to consider for how you would bring DCI flying back to Delta and is going to be something the UAUA/CAL MEC 's are going to have to overcome in their negotiation if they're to retain CAL vice UAUA scope. For example, Delta's CRJ-900 rate is about $112/hr. That's about the same as M88 or A320 FO at 12 years, and is over $10 per hour greater than the DCI average at that longevity. Where do you think those pilots would bid? Generally to where the money/QOL dictates. Then compare that to the pilot cost per block hour where that flying is currently being done.
It's not a simple problem, in my view. Does this address your question, or did I miss it?
02-08-2011, 06:47 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
Slow,
If the Regionals are so much more efficient and cost effective than us, and I'm talking about the total cost (marketing, Financing, insurance, fuel, maintenance etc) then where are all the successful stand alone Regionals?
While they obviously look good on a direct Pilot to Pilot cost per hour, I wonder how they fare when fuel, marketing (oh thats right they don't do marketing) etc are thrown in.
Scoop
If the Regionals are so much more efficient and cost effective than us, and I'm talking about the total cost (marketing, Financing, insurance, fuel, maintenance etc) then where are all the successful stand alone Regionals?
While they obviously look good on a direct Pilot to Pilot cost per hour, I wonder how they fare when fuel, marketing (oh thats right they don't do marketing) etc are thrown in.
Scoop
Not to mention that DAL pays for their fuel, AND pays a higher price for it... or so I've heard. (from a pretty credible source I might add)
02-08-2011, 06:48 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
Any 757/767 guys have any input on how the ship sets are working out? I fly on Friday, and was wondering if I need a backup..
02-08-2011, 07:04 AM
Gets Weekends Off
Joined APC: Apr 2008
Position: LAX ERA
Posts: 3,457
T, what are you going to use for "all the other stuff" besides Jepps?
I was looking at something real simple, vs the Brenthaven bag that looks nice but real expensive.
May pick up this one or something like it at a Office Max or something
http://www.buy.com/prod/solo-widebod...203082218.html
02-08-2011, 07:07 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
I dunno, I think I will still carry my Bombay bag..
02-08-2011, 07:08 AM
Gets Weekends Off
Joined APC: Jan 2007
Position: west coast wannabe
Posts: 815
Please help: Can I Personal Drop a trip and then use the same off days to whiteslip a trip? How many PD do we have per year?
Thank you!
Thank you!
02-08-2011, 07:18 AM
Gets Weekends Off
Joined APC: Apr 2008
Posts: 1,462
why can't we delete posts on this forum?
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