Any "Latest & Greatest" about Delta?
05-31-2011, 01:01 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
I would only add that the "representatives" were reflecting the priorities of the pilots they "represented."
I clearly remember jumpseating on a 767 discussing C2K and the 70 seater when the captain, based on all of his airline experience and wisdom
, confidently stated; "don't ever worry about an aircraft below your seniority number."
I clearly remember jumpseating on a 767 discussing C2K and the 70 seater when the captain, based on all of his airline experience and wisdom
, confidently stated; "don't ever worry about an aircraft below your seniority number."I just believe that had the pilots in command of the pilots in command
had had the big picture in mind they could've made pilots aware of what could happen and nipped this before it got started and long before regional jets out numbered mainline jets 619 to 514. I'd blame the pilots and there were a lot who deserve to be blamed, but Carl is right to push back and say not every pilot bought into this back then. I remember AMR's pilots demanding that any RJ be flown by mainline.
But people bought into the CRJ-100 as a Brasilia/ATR/Saab replacement and never realized it'd be a 732 and DC9 replacement and therein pushing the smaller jets to replace the bigger jets throughout the domestic fleet. And people signed off on pilots who had PFT and $12,000/yr starting salaries flying replacement jets, it was outsourcing to the lowest and most abused bidder.
What I am really saying is basically we needed someone to have seen the CRJ-100 for what it would become.
That takes a lot of wacky imagination in 1993 but had someone at ALPA realized it and said no when the opportunity arose where would we be today? Imagine if we had SWA scope?
Well, in the end, we're left watching the ship sail hoping we can get it back. :Eek:
Last edited by forgot to bid; 05-31-2011 at 01:15 PM.
05-31-2011, 01:21 PM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,038
You're not listening Bar. I'm saying no such thing, and neither is alpharomeo or sailingfun. I DO NOT "accept" this at all. But that is the result of a very weak Section 1, a management that drives hard for any advantage against us, and a union that will NOT even defend the Section 1 that we have.
Carl
Carl
In this post you write "that is the result of a very weak Section 1, a management that drives hard for any advantage against us, and a union that will NOT even defend the Section 1 that we have." In your previous posts you excuse these actions by jumping on board with the "it isn't our fault, management did it" justification. Which is it?
The very first step to getting a good, effective, scope section is to reverse our internal policies which led us to this point. We have to stop excusing past failure, evaluate our errors candidly and study what has worked. You and I share frustration that we are not there. Those in charge don't feel they've made mistakes and certainly don't want to critically evaluate policies which they feel have been successful. Blaming management is easy political pap, but doing so does not protect us in the future.
It is my opinion the Federal Reserve has backed itself into a corner from where it has no choice but to keep pumping out money to avoid it's own insolvency. The Fed's huge pool of low interest rate mortgage backed assets will collapse in value if interest rates rise and the market for 30 year debt at 4.5% declines. Action to support the dollar would result in a deflationary depression, which would be very painful politically. The easier and more likely result is further QE 3 which will result in increasing prices for everything, but particularly increasing prices for dollar based commodities, like oil.
Deleveraging can take many different forms. One form is the reduction of debt based by dollars with less real value. In monetary terms this keeps the Fed's own balance sheet solvent while eventually commodity prices drive housing upwards. The middle class will come under increased pressure as their wages fail to keep pace with inflation.
Financial instability is not good for Delta Air Lines, or our pilots. Like other middle class citizens, our ability to match pay to inflation is very limited. At the same time our customer base is going to have their discretionary dollars squeezed at a time when Delta will have to increase prices to cover its increasing costs.
As we enter a period which makes our replacement jets even more costly, there will be increasing pressure to outsource work. We've done nothing to correct our scope language despite its repeated history of failure.
I'm sorry to step on toes. You, Sailing, Slow, Alpha and the rest are all good folks with your hearts in the right place, but there are storm clouds on the horizon and if we are to protect our pilots we need to get serious about that task.
05-31-2011, 01:35 PM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
I am listening, but you are contradicting yourself.
In this post you write "that is the result of a very weak Section 1, a management that drives hard for any advantage against us, and a union that will NOT even defend the Section 1 that we have." In your previous posts you excuse these actions by jumping on board with the "it isn't our fault, management did it" justification. Which is it?
The very first step to getting a good, effective, scope section is to reverse our internal policies which led us to this point. We have to stop excusing past failure, evaluate our errors candidly and study what has worked. You and I share frustration that we are not there. Those in charge don't feel they've made mistakes and certainly don't want to critically evaluate policies which they feel have been successful. Blaming management is easy political pap, but doing so does not protect us in the future.
It is my opinion the Federal Reserve has backed itself into a corner from where it has no choice but to keep pumping out money to avoid it's own insolvency. The Fed's huge pool of low interest rate mortgage backed assets will collapse in value if interest rates rise and the market for 30 year debt at 4.5% declines. Action to support the dollar would result in a deflationary depression, which would be very painful politically. The easier and more likely result is further QE 3 which will result in increasing prices for everything, but particularly increasing prices for dollar based commodities, like oil.
Deleveraging can take many different forms. One form is the reduction of debt based by dollars with less real value. In monetary terms this keeps the Fed's own balance sheet solvent while eventually commodity prices drive housing upwards. The middle class will come under increased pressure as their wages fail to keep pace with inflation.
Financial instability is not good for Delta Air Lines, or our pilots. Like other middle class citizens, our ability to match pay to inflation is very limited. At the same time our customer base is going to have their discretionary dollars squeezed at a time when Delta will have to increase prices to cover its increasing costs.
As we enter a period which makes our replacement jets even more costly, there will be increasing pressure to outsource work. We've done nothing to correct our scope language despite its repeated history of failure.
I'm sorry to step on toes. You, Sailing, Slow, Alpha and the rest are all good folks with your hearts in the right place, but there are storm clouds on the horizon and if we are to protect our pilots we need to get serious about that task.
In this post you write "that is the result of a very weak Section 1, a management that drives hard for any advantage against us, and a union that will NOT even defend the Section 1 that we have." In your previous posts you excuse these actions by jumping on board with the "it isn't our fault, management did it" justification. Which is it?
The very first step to getting a good, effective, scope section is to reverse our internal policies which led us to this point. We have to stop excusing past failure, evaluate our errors candidly and study what has worked. You and I share frustration that we are not there. Those in charge don't feel they've made mistakes and certainly don't want to critically evaluate policies which they feel have been successful. Blaming management is easy political pap, but doing so does not protect us in the future.
It is my opinion the Federal Reserve has backed itself into a corner from where it has no choice but to keep pumping out money to avoid it's own insolvency. The Fed's huge pool of low interest rate mortgage backed assets will collapse in value if interest rates rise and the market for 30 year debt at 4.5% declines. Action to support the dollar would result in a deflationary depression, which would be very painful politically. The easier and more likely result is further QE 3 which will result in increasing prices for everything, but particularly increasing prices for dollar based commodities, like oil.
Deleveraging can take many different forms. One form is the reduction of debt based by dollars with less real value. In monetary terms this keeps the Fed's own balance sheet solvent while eventually commodity prices drive housing upwards. The middle class will come under increased pressure as their wages fail to keep pace with inflation.
Financial instability is not good for Delta Air Lines, or our pilots. Like other middle class citizens, our ability to match pay to inflation is very limited. At the same time our customer base is going to have their discretionary dollars squeezed at a time when Delta will have to increase prices to cover its increasing costs.
As we enter a period which makes our replacement jets even more costly, there will be increasing pressure to outsource work. We've done nothing to correct our scope language despite its repeated history of failure.
I'm sorry to step on toes. You, Sailing, Slow, Alpha and the rest are all good folks with your hearts in the right place, but there are storm clouds on the horizon and if we are to protect our pilots we need to get serious about that task.
Last edited by acl65pilot; 05-31-2011 at 01:54 PM.
05-31-2011, 01:36 PM
Gets Weekends Off
Joined APC: Feb 2008
Position: Urban chicken rancher.
Posts: 6,070
05-31-2011, 01:54 PM
:-)
Joined APC: Feb 2007
Posts: 7,339
05-31-2011, 01:58 PM
Gets Weekends Off
Joined APC: Sep 2006
Position: Starboard Side, weekends & holidays.
Posts: 856
I stumbled on this about 20 minutes in and it totally killed my chances at "adequate rest". I've studied the Civil War ad nauseum and this was one of the most thorough dissections of the battle I have seen. Lots of stuff in there I didnt know.
05-31-2011, 02:06 PM
Back on TDY
Joined APC: Apr 2008
Position: 747-400 Captain
Posts: 12,487
I am listening, but you are contradicting yourself.
In this post you write "that is the result of a very weak Section 1, a management that drives hard for any advantage against us, and a union that will NOT even defend the Section 1 that we have." In your previous posts you excuse these actions by jumping on board with the "it isn't our fault, management did it" justification. Which is it?
In this post you write "that is the result of a very weak Section 1, a management that drives hard for any advantage against us, and a union that will NOT even defend the Section 1 that we have." In your previous posts you excuse these actions by jumping on board with the "it isn't our fault, management did it" justification. Which is it?
We have to stop excusing past failure, evaluate our errors candidly and study what has worked. You and I share frustration that we are not there. Those in charge don't feel they've made mistakes and certainly don't want to critically evaluate policies which they feel have been successful. Blaming management is easy political pap, but doing so does not protect us in the future.
My plan is not move one micro-millimeter on Scope in our upcoming Section 6. Management will have no legal choice but to take it off the table, or the NMB will do it for them. Then we pilots watch the company's 50-76 seat bonanza turn into a nightmare as these aircraft become more and more economically untenable. Then we can grow Delta organically. Everything in my plan is both legal and easily achieved.
What say you?
Carl
05-31-2011, 02:09 PM
Banned
Joined APC: Jul 2010
Posts: 793
Weren't the mid-month and end-of-month paychecks supposed to be adjusted to be about equal? I'm not breaking my reserve guarantee and my paychecks continue be 32% at the end of the month and 68% at the middle of the month. Did you have to go to ESS to make a change or was it supposed to happen automatically?
05-31-2011, 02:17 PM
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
Weren't the mid-month and end-of-month paychecks supposed to be adjusted to be about equal? I'm not breaking my reserve guarantee and my paychecks continue be 32% at the end of the month and 68% at the middle of the month. Did you have to go to ESS to make a change or was it supposed to happen automatically?
05-31-2011, 02:19 PM
seeing the large hubs...
Joined APC: Oct 2006
Position: 73N A
Posts: 3,759
Weren't the mid-month and end-of-month paychecks supposed to be adjusted to be about equal? I'm not breaking my reserve guarantee and my paychecks continue be 32% at the end of the month and 68% at the middle of the month. Did you have to go to ESS to make a change or was it supposed to happen automatically?
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