Any "Latest & Greatest" about Delta?
01-26-2012, 07:17 AM
Gets Weekends Off
Joined APC: Jan 2010
Posts: 1,503
And just to expand on this, and not for your sake nut.
DPA support is like playing with gas. It might not hurt you until there is a spark.
Like an AMR acquistion spark.
They have 10734 pilots. 10734 APA pilots whose back is up against the wall. Everyone remember what that feels like??. Put them along with 3,000 or so DPA pilots and we have a real Goat F%&* Jamboree. It would make the USAir/AmWest/USAPA saga look like a friendly company picnic.
That being said though, DALPA needs change desperately.
Last edited by TheManager; 01-26-2012 at 07:29 AM.
01-26-2012, 07:18 AM
seeing the large hubs...
Joined APC: Oct 2006
Position: 73N A
Posts: 3,742
American Airlines asks to meet with its three major unions | Airlines and Aviation | Dallas Star-Telegram
I wonder what they'll talk about? Maybe changing from Pepsi to Coke? Color of the ties? Probably minor issues like that...
I wonder what they'll talk about? Maybe changing from Pepsi to Coke? Color of the ties? Probably minor issues like that...
01-26-2012, 07:23 AM
Gets Weekends Off
Joined APC: Jul 2010
Position: 7er
Posts: 1,673
Yes. It's really nice to be able to see where you sit more than 2 days out. While on topic, how many raw points will a SC period be worth? Just my 2 cents but I think the first raw bucket should be 0-50. 0-80 is going to be a huge bucket as there are often months where many pilots never even make it to 80 RAW.
01-26-2012, 07:23 AM
Gets Weekends Off
Joined APC: Jul 2010
Position: window seat
Posts: 12,544
Hold on a minute, just because DL doesn't have it [the A380] doesn't mean it's a POS...I have read writeups on sites such as flyertalk about passengers now trying to book themselves on a 380 given a choice when it's convenient...after riding on it myself I must agree -- it is superior to everything else out there. Only the 787 might be able to compete in terms of cabin comfort.
DL needs to order some, or some 747-800s!
DL needs to order some, or some 747-800s!
As far as the pax booking it I think 99% of that is pure emotional. Aviation geeks looking for cheap bragging rights and fluff for their "resume's of life" etc. The 747-800 that we'll never get is only like 40 or 50 pax smaller and even that is only because the double deck doesn't go all the way back to the tail. Put the two side by side and you can't tell a difference other than the 380 is significantly less sexy.
I don't think the 380 has the cabin altitude, humidity and lighting control that the 787 does but then again I don't see too many people plunking down much of a premium just for slightly less itchy skin on arrival.
Last edited by gloopy; 01-26-2012 at 07:52 AM.
01-26-2012, 07:29 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
My friends hired at Southwest about the same time I started here are making $150,000 - $160,000 / year. I made less than $100,000 in 2011. A 50-60 percent pay raise is not going to happen. I don't think a 20 percent raise is going to happen. Actually, I really think we'll be offered something like a 30 percent raise over the life of the contract. Will I vote "no?" Of course I will. I think everyone will. I also think in 4 years, we'll be working for the same wages we are working for now. Now a 20 percent raise up front will pass. There's no doubt in my mind.
01-26-2012, 07:29 AM
Gets Weekends Off
Joined APC: Jan 2010
Posts: 1,503
American Airlines asks to meet with its three major unions | Airlines and Aviation | Dallas Star-Telegram
I wonder what they'll talk about? Maybe changing from Pepsi to Coke? Color of the ties? Probably minor issues like that...
I wonder what they'll talk about? Maybe changing from Pepsi to Coke? Color of the ties? Probably minor issues like that...
01-26-2012, 07:30 AM
ATL A320 B
Joined APC: Oct 2009
Position: No longer MEM or 9, but still a guy.
Posts: 238
Could you give me some examples of how pilot groups are playing tackle football and succeeding.? I don't mind changing tactics, but I have to have some evidence of success so you can prove to me your theory actually works.
This is my tally. If you take CAL, UAL, AMR, and LCC for the last four years, their total pay rates have increased by 1.5%, 1.5%, 1.5%, and 0% respectively. Our pay rates (including DC) have gone up by 27.5% on average in the same time frame and we added $750 million in merger stock. I see these great theories about how the hardball tactics are great, I just need some history of success to back up those theories.
This is my tally. If you take CAL, UAL, AMR, and LCC for the last four years, their total pay rates have increased by 1.5%, 1.5%, 1.5%, and 0% respectively. Our pay rates (including DC) have gone up by 27.5% on average in the same time frame and we added $750 million in merger stock. I see these great theories about how the hardball tactics are great, I just need some history of success to back up those theories.
01-26-2012, 07:35 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
As I understand it you are correct. There are about that many that will hit life cycle limits within five years. Yes, Airbus is exploring ways to extend their cycle life, but as it stands now they will need to be parked when they hit the limits.
01-26-2012, 07:35 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
The two contracts were carefully compared by both committees. The average total hours paid under each contract during the 3 years prior to the merger were within .5 hours of each other with the Delta contract slightly higher. You can ask the people involved at NW for the exact numbers Carl.
Yes NW had some aspects that produced increases Delta did not have. However Delta had a bunch of aspects to their contract NW did not have. Examples include a higher reserve guarantee for NW. However that was offset by reroute pay, reserve duty period lookback, additional pay for long call trips under 12 hours, pay on top of the guarantee for GS flying ect..
NW got limited pay above 80 hours at time and a half however it was not as posted often on all flying. There was a system that for practical purposes limited the hours depending on the caps. Delta paid double pay on all GS flying. In the end when everything was added up each contract produced essentially the same pay hours per month per pilot.
The Delta 1113 contract was however much shorter duration then the NW contract with higher rates. The much shorter duration of the Delta contract was a critical item. Carl claims he made more as a NW pilot but the facts don't support his case.
Premerger the NW pay rate on the 757 as a example was 142 dollars an hour. There were some small raise built into the NW contract so the rate today would be around 148 to 150. I don't have the exact numbers. The rate in effect today with the joint contract is 189 an hour or over 25 percent higher.
Carl was getting 177 an hour at the merger as a 747 Captain. He currently with international pay is getting 231.75 an hour. He is also getting a additional 1 percent a hour into retirement which will jump to 14 percent in 11 months or an additional 32 dollars an hour if Carl was a 0 percenter in the NW matrix. That would bring his total raise on 1 Jan 13 to 87 dollars an hour. With the raises in the NW contract he will still be 80 dollars an hour ahead.
Yes NW had some aspects that produced increases Delta did not have. However Delta had a bunch of aspects to their contract NW did not have. Examples include a higher reserve guarantee for NW. However that was offset by reroute pay, reserve duty period lookback, additional pay for long call trips under 12 hours, pay on top of the guarantee for GS flying ect..
NW got limited pay above 80 hours at time and a half however it was not as posted often on all flying. There was a system that for practical purposes limited the hours depending on the caps. Delta paid double pay on all GS flying. In the end when everything was added up each contract produced essentially the same pay hours per month per pilot.
The Delta 1113 contract was however much shorter duration then the NW contract with higher rates. The much shorter duration of the Delta contract was a critical item. Carl claims he made more as a NW pilot but the facts don't support his case.
Premerger the NW pay rate on the 757 as a example was 142 dollars an hour. There were some small raise built into the NW contract so the rate today would be around 148 to 150. I don't have the exact numbers. The rate in effect today with the joint contract is 189 an hour or over 25 percent higher.
Carl was getting 177 an hour at the merger as a 747 Captain. He currently with international pay is getting 231.75 an hour. He is also getting a additional 1 percent a hour into retirement which will jump to 14 percent in 11 months or an additional 32 dollars an hour if Carl was a 0 percenter in the NW matrix. That would bring his total raise on 1 Jan 13 to 87 dollars an hour. With the raises in the NW contract he will still be 80 dollars an hour ahead.
01-26-2012, 07:37 AM
Gets Weekends Off
Joined APC: Jul 2010
Position: window seat
Posts: 12,544
Is that the little thingy you hang on the door that says "please ignore this, knock anyway and 2/10th of a second later attempt to come in repeatedly even if the bolt that can only be activated from the inside is also locked?
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