Details on Delta TA
06-11-2015, 03:42 PM
#7821
Line Holder
Joined APC: Jun 2015
Position: MD88/90 CA
Posts: 48
Getting to YES:
1. Send out surveys. Make the membership feel like their voice will be heard. Keep all info secretly locked away behind closed doors. Hide behind NDA.
2. The info that does leak, tell everyone those are just rumors...never allow the troops to rally which could put pressure on the turd while it's being formed.
3. Assure everyone things are "on time, on target and historic". Use words like "at risk" in preparation to do the opposite of what they have instructed through surveys.
4. Release a list of well spun "positives". Leave out all negatives.
5. Leave little time for dissent between the release of "positive list" and council vote. Compress where possible.
6.Crush any negative flow of information (wipe clean and censor FB and other venues).
7. With a tag line of "the membership needs to have their voice heard" ignoring the point of having reps in the first place get a majority rep vote in under 48 hours from when membership realizes rumors were mostly true and it's a POS.
8. Spend over a million $ in dues money on Dog and pony shows. Sprinkle with smoke and mirrors. Emphasize "last and best, no plan B, we will get put on ice, next offer worse....Fear, Uncertainty and Doubt!"
10. Capture the vote by any means possible.
10.5 (Bonus) Tell everybody to "shut the he11 up and quit complaining, they voted for it!
1. Send out surveys. Make the membership feel like their voice will be heard. Keep all info secretly locked away behind closed doors. Hide behind NDA.
2. The info that does leak, tell everyone those are just rumors...never allow the troops to rally which could put pressure on the turd while it's being formed.
3. Assure everyone things are "on time, on target and historic". Use words like "at risk" in preparation to do the opposite of what they have instructed through surveys.
4. Release a list of well spun "positives". Leave out all negatives.
5. Leave little time for dissent between the release of "positive list" and council vote. Compress where possible.
6.Crush any negative flow of information (wipe clean and censor FB and other venues).
7. With a tag line of "the membership needs to have their voice heard" ignoring the point of having reps in the first place get a majority rep vote in under 48 hours from when membership realizes rumors were mostly true and it's a POS.
8. Spend over a million $ in dues money on Dog and pony shows. Sprinkle with smoke and mirrors. Emphasize "last and best, no plan B, we will get put on ice, next offer worse....Fear, Uncertainty and Doubt!"
10. Capture the vote by any means possible.
10.5 (Bonus) Tell everybody to "shut the he11 up and quit complaining, they voted for it!
Ok. I was afraid to consider DPA. I don't believe they have the resources and political reach, particularly with the foreign carrier threat, to combat far reaching issues.
But I'm finally reconsidering. If DALPA can't even negotiate a contract with Delta during peak times, perhaps I'm wrong In my thinking.
06-11-2015, 03:48 PM
#7822
Gets Weekends Off
Joined APC: Aug 2007
Posts: 618
Those asking for more info on the JV language:
An objective of the Delta pilots was to improve and tighten compliance measurements. Existing language allowed the Company a three (3) year measurement period and a one year cure period. Contract 2015 tightens this language to a one (1) year measurement period. Should the Company be out of compliance, the Company must return to our capacity share within one-year. Compliance metrics have been simplified with the use of “aircraft block hours” instead of the “equivalent available seat kilometers” used in the commercial agreement. The Company will now be in compliance with our agreement, as demanded by the Delta pilots.
History:
The Delta pilots gained significant mid contract scope protection with the Virgin Atlantic Joint Venture agreement. Since this global production balance agreement has been implemented Delta has grown international wide-body flying. The Air France/KLM/Alitalia Joint Venture agreement fits within our global production balance, focused mainly on trans-Atlantic flying. Flying to the UK within “Bundle 1” of the Air France/KLM/Alitalia commercial agreement overlaps under the two agreements. The Company has not been in compliance with our share the Air France / KLM / Alitalia Joint Venture, instead allocating Delta flying to Latin American and Pacific routes.
Flying to Latin American and trans-Pacific has grown and this growth far exceeds the shortfall in the trans-Atlantic agreement. The MEC library has briefings in the Scope Compliance and Analysis folder. This was covered in the May 2015 slide deck and many previous presentations.
Current Performance:
There is no data to support the conclusion that the change to a Block Hour metric has, or will, cost a single job. Delta has fully deployed it’s international wide body fleet into markets it can most profitably serve. Wide-body utilization has increased and is very high.
· Adjusting to exclude US-UK flying, then Delta’s block hour share was about 52.1% for the 3-year period ending March 31, 2014
· If we increase Delta’s block hours by 3.57% (in order to get into EASK compliance), then Delta should have flown 53.0% (by my math there is a 3.98% reduction between “should have” under C2012’s EASK and the minimum under C2015-TA)
· Due to crew augmentation the Delta pilots fly many more Pilot Block Hours than the other side of the trans-Atlantic JV, we are measuring aircraft block hours
· Delta will continue to deploy its fleet most profitably. 50% is not a goal, it is a downside protection. Nothing prevents the Company from flying more than 50%. The reality is that the Company is growing our percentage of flying. The most recent number I have is 52.7%.
Why Aircraft Block Hours & Improvements
· We get our equal share, 50%, which was the goal of the original agreement
· Block hours = pilot jobs
· The use of aircraft block hours provides better downside protection since the reduction of a single Air France A380 is roughly the available seat kilometer equivalent parking of two Delta A330s.
· When Delta upgrades capacity an aircraft block hour ratio avoids any penalties from replacing B767-300ERs or 757s with A330s and A350s.
· The previously allowed 1.5% variance has been tightened to 1%
· The three year measurement period has been tightened to 1 year, with a one year cure
· Yearly measurements are needed for seasonal market adjustments
· Bundle 1 is transparently defined in the contract 2015
· UK overlap with the Virgin Atlantic JV has been removed
Nothing in these agreements prevents the Company from exceeding our minimum share. In fact, we are currently slightly more than 5% above the minimum requirement of our global production balance in the Virgin Atlantic Joint Venture Agreement, and growing. Further, this growth is measured against a much higher metric; the Virgin Atlantic JV is 87% of our International wide-Body Block Hours, the trans-Atlantic JV is 52%. The net twin aisle wide-Body fleet in Delta service is expected to grow by 9% during the period covered in this TA.
------------------------
Please also check out the materials in the DALPA library.
An objective of the Delta pilots was to improve and tighten compliance measurements. Existing language allowed the Company a three (3) year measurement period and a one year cure period. Contract 2015 tightens this language to a one (1) year measurement period. Should the Company be out of compliance, the Company must return to our capacity share within one-year. Compliance metrics have been simplified with the use of “aircraft block hours” instead of the “equivalent available seat kilometers” used in the commercial agreement. The Company will now be in compliance with our agreement, as demanded by the Delta pilots.
History:
The Delta pilots gained significant mid contract scope protection with the Virgin Atlantic Joint Venture agreement. Since this global production balance agreement has been implemented Delta has grown international wide-body flying. The Air France/KLM/Alitalia Joint Venture agreement fits within our global production balance, focused mainly on trans-Atlantic flying. Flying to the UK within “Bundle 1” of the Air France/KLM/Alitalia commercial agreement overlaps under the two agreements. The Company has not been in compliance with our share the Air France / KLM / Alitalia Joint Venture, instead allocating Delta flying to Latin American and Pacific routes.
Flying to Latin American and trans-Pacific has grown and this growth far exceeds the shortfall in the trans-Atlantic agreement. The MEC library has briefings in the Scope Compliance and Analysis folder. This was covered in the May 2015 slide deck and many previous presentations.
Current Performance:
There is no data to support the conclusion that the change to a Block Hour metric has, or will, cost a single job. Delta has fully deployed it’s international wide body fleet into markets it can most profitably serve. Wide-body utilization has increased and is very high.
· Adjusting to exclude US-UK flying, then Delta’s block hour share was about 52.1% for the 3-year period ending March 31, 2014
· If we increase Delta’s block hours by 3.57% (in order to get into EASK compliance), then Delta should have flown 53.0% (by my math there is a 3.98% reduction between “should have” under C2012’s EASK and the minimum under C2015-TA)
· Due to crew augmentation the Delta pilots fly many more Pilot Block Hours than the other side of the trans-Atlantic JV, we are measuring aircraft block hours
· Delta will continue to deploy its fleet most profitably. 50% is not a goal, it is a downside protection. Nothing prevents the Company from flying more than 50%. The reality is that the Company is growing our percentage of flying. The most recent number I have is 52.7%.
Why Aircraft Block Hours & Improvements
· We get our equal share, 50%, which was the goal of the original agreement
· Block hours = pilot jobs
· The use of aircraft block hours provides better downside protection since the reduction of a single Air France A380 is roughly the available seat kilometer equivalent parking of two Delta A330s.
· When Delta upgrades capacity an aircraft block hour ratio avoids any penalties from replacing B767-300ERs or 757s with A330s and A350s.
· The previously allowed 1.5% variance has been tightened to 1%
· The three year measurement period has been tightened to 1 year, with a one year cure
· Yearly measurements are needed for seasonal market adjustments
· Bundle 1 is transparently defined in the contract 2015
· UK overlap with the Virgin Atlantic JV has been removed
Nothing in these agreements prevents the Company from exceeding our minimum share. In fact, we are currently slightly more than 5% above the minimum requirement of our global production balance in the Virgin Atlantic Joint Venture Agreement, and growing. Further, this growth is measured against a much higher metric; the Virgin Atlantic JV is 87% of our International wide-Body Block Hours, the trans-Atlantic JV is 52%. The net twin aisle wide-Body fleet in Delta service is expected to grow by 9% during the period covered in this TA.
------------------------
Please also check out the materials in the DALPA library.
06-11-2015, 03:58 PM
#7824
Gets Weekends Off
Joined APC: Dec 2014
Posts: 1,184
What about the TVM of the pilots turning down this TA, waiting for a better deal (even if it's months down the road) and having a higher platform to begin negotiations on the next contract? ALPA talks about the upside to taking a mediocre deal early but never the downside, which is a lower reference point for next time around.
06-11-2015, 04:01 PM
#7825
Gets Weekends Off
Joined APC: Sep 2007
Position: B737 CA
Posts: 1,518
Hahaha! Beer through nose right there. That is some seriously Orweilian shiat! Dude...you gotta be getting kinda uncomfortable with the silly pap you're being asked to parrot right now 😕.
06-11-2015, 04:02 PM
#7826
Gets Weekends Off
Joined APC: Dec 2014
Posts: 1,184
A little analysis looking at C2015 strictly from a pay stand point between now and 1/1/2017 (18 months):
1. Only 8% pay raise. 6% offset by profit sharing.
2. My guess is that 3.b.4 (me too) will be triggered some time by 1/1/17 and provide us with, say 3% so we are now down to 5%.
3. Joint venture will have to be grieved again and, if the last settlement is any indication, we'll get about a percent out of that so down to 4% over the next year and a half.
4. The redefinition of PTIX will probably cost us another percent in profit sharing so now we are down to 3% for the next 18 months.
FAIL
Denny
1. Only 8% pay raise. 6% offset by profit sharing.
2. My guess is that 3.b.4 (me too) will be triggered some time by 1/1/17 and provide us with, say 3% so we are now down to 5%.
3. Joint venture will have to be grieved again and, if the last settlement is any indication, we'll get about a percent out of that so down to 4% over the next year and a half.
4. The redefinition of PTIX will probably cost us another percent in profit sharing so now we are down to 3% for the next 18 months.
FAIL
Denny
06-11-2015, 04:05 PM
#7827
Gets Weekends Off
Joined APC: Dec 2014
Posts: 1,184
I'm gonna learn how to sharpshoot this thing.
Rock on soldier.
06-11-2015, 04:05 PM
#7828
Gets Weekends Off
Joined APC: Aug 2007
Posts: 618
.Junglebus,
At first blush it looks like a crap deal. I thought the exact same thing.
It has taken be three days to understand it.
There are downside protections now. Our 757's get included in the balance. UK traffic is removed. And we spent get penalized for upguaging as we take delivery of 330's/350's.
This and sick leave are elements I feel need the most individual scrutiny and debate.
06-11-2015, 04:16 PM
#7830
Gets Weekends Off
Joined APC: Jul 2009
Position: Lowest Pay I Could Find
Posts: 1,044
This is a perfect example of where ALPA has lost its mind in the sales job.
· Due to crew augmentation the Delta pilots fly many more Pilot Block Hours than the other side of the trans-Atlantic JV, we are measuring aircraft block hours
Ok. So we admit they are out of compliance but if we sign the TA they are automatically in compliance. We want to transition to aircraft block hours to make this happen. They then lower the aircraft block hours (which they will) and we actually lose more pilot block hours per aircraft block hour than the other side. Brilliant.
Also the reason we fly more block hours is because we are currently measuring EASKs. How many block hours would a 172 need to shuttle a 380's worth of pax over? Not many. How about EASKs? Ha!
I feel like I'm taking crazy pills when I read these paragraphs.
· Due to crew augmentation the Delta pilots fly many more Pilot Block Hours than the other side of the trans-Atlantic JV, we are measuring aircraft block hours
Ok. So we admit they are out of compliance but if we sign the TA they are automatically in compliance. We want to transition to aircraft block hours to make this happen. They then lower the aircraft block hours (which they will) and we actually lose more pilot block hours per aircraft block hour than the other side. Brilliant.
Also the reason we fly more block hours is because we are currently measuring EASKs. How many block hours would a 172 need to shuttle a 380's worth of pax over? Not many. How about EASKs? Ha!
I feel like I'm taking crazy pills when I read these paragraphs.
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