Carl Spackler

All good points, but the biggest problem with it is the wedge it drives between union leaders and union members. Anytime a union leader knows something that they can't disclose to the members, it divides us. And if what they "know" is a purposeful lie by management, it's all the more damaging to us.

Carl

dragon

Gloopy,

I'm not naive enough to think that management wouldn't squeal to the other groups if it's in their best interests. Rather, I was suggesting a face saving maneuver where they can have some plausible deniabilty with the other groups.

The big point that I think we're both making is there are more ways to improve our W-2 without a percentage increase in section three. We can make big gains in work rules, training and vacation pay. Heck even in benefits we can gain. Of course if we look at the bankruptcy contracts versus C2K we lost more than just pay rates, touching trips and other goodies went bye bye.

iaflyer

Those cargo guys get everything - Money! Chicks! Widebodies (planes, not chicks),

Superpilot92

^^^^^^ Worth repeating

scambo1

I think you are absolutely right. You can make more compensation, but it doesnt all have to show up as W2-able.

I would also like to share an opposing viewpoint for the folks that think it is cool to work 15+ days per month. Half of your life away from your family. When you are junior in category, that is your free days when your family isnt free. There are categories that have a lot of 15 day months or more...for lineholders...a sure sign we need a higher minimum day. I've got no problem working hard for a living, but I dont live to work and I certainly dont appreciate pointless wasted time away from home.

I am a big fan of 401k to the 415C limit funded by the company. Profit sharing should be mad money, not an after tax pad to retirement.

Management will "squeal" to the other groups, no matter what, when we are in section 6 negotiations.

I agree with all of your work rule enhancements.

gloopy

But what can they do for me?

contrails

Question for the Timbo and scambo1 types on here.

I've been watching ATL-JNB-ATL loads the past few days as I'm considering going down there as a non-rev in a few weeks.

I know the flight is weight restricted often westbound but I am confident I can at least get on the flight both directions in coach (we're talking 100+ seats open, both ways).

The last few days though, all non-revs have been cleared for coach seats in both directions despite business class having seats available.

Obviously this must be some kind of CG issue with the 777LR on such a long flight.

My question is, what percentage of the time does this happen if you had to take a guess? If I'm going to have to sit in coach for 15 hours no matter what, I might as well try the day that has less business class seats open so I can start my trip earlier.

Thanks. I didn't realize this hi-tech machine had such an issue. Zero non-revs have been cleared for business class seats by the gate in the past several days.

gloopy

Zero over several days smacks more of policy than pure strict operational necessity. Interested in the big foot drivers' replies.

scambo1

Up front I have to say, I dont pay attention to where non-revs sit, I only care that they get on. If they are getting on, maybe the FAs shuffle them to fiirst?

There is no cg issue that I am aware of, I have never been close to a cg limit, takeoff or landing.

South Africa can induce "thrust bump" which is more power out of those awesome GEs. Its density altitude dependant. The LR is like samson on steroids.

Short answer from me,,,dunno.

Fly4hire

And if that were the case the facts would bear it out as soon as the NDA info became public. The fact that NDA agreements continue must be either a testament to the veracity of the info given, and ALPA continuously vets it's worth, or we have had a long track record of incredibly naive, gullable people at the MEC, both fNWA and DAL

We agree, but probably from different viewpoints