TA2
07-03-2022, 03:03 PM
#52
Gets Weekends Off
Joined APC: Mar 2015
Posts: 963
I agree with almost everything that you said. I would add that the min day should go up (Delta’s is 5:15/day average). Our five hours has been stagnant since the JCBA at least. Reserves shouldn’t have a blanket guarantee. That guarantee should be divided into credit per day, and a reserve pilot should accrue that credit per day or a trip whichever is greater.
As for the before 10:00 thing…. If the Company wants it so bad, then pony up!!! Give the reserve pilot a choice. Either take the add pay, or if you commute, then you get POS and a hotel.
As for the before 10:00 thing…. If the Company wants it so bad, then pony up!!! Give the reserve pilot a choice. Either take the add pay, or if you commute, then you get POS and a hotel.
07-03-2022, 06:08 PM
#57
Gets Weekends Off
Joined APC: Mar 2006
Position: guppy CA
Posts: 5,171
There is negative value in the NC and Brad Hunnewell's institutional knowledge. We need pilots who have flown the line for a long time on the NC, not career cube workers.
07-03-2022, 06:09 PM
#58
Ben Salley
Joined APC: Feb 2006
Position: Left
Posts: 924
07-03-2022, 06:13 PM
#59
Gets Weekends Off
Joined APC: Mar 2006
Position: guppy CA
Posts: 5,171
Your point of view is exactly why we ended up with this TA. I have zero problems with transparency on what we demand.
07-03-2022, 06:15 PM
#60
Ben Salley
Joined APC: Feb 2006
Position: Left
Posts: 924
So here’s an interesting tidbit from the past when DeltaS had their TA in 2015 that failed.
DELTA TA – The DAL MEC accepted a tentative agreement (TA) by a senatorial vote of 11-8. The TA is now out for DAL membership ratification. Voting ends and the results will be disclosed on July 10.
After weighing the pros and cons of the TA, it is difficult to say if it actually moves the bar any higher. Instead, a compelling argument can be made that the bar will be lowered because the TA is rife with concessions in quality of life (QOL), healthcare, and possibly even job security. It might be a reasonable agreement if just the profit sharing formula was traded for higher hourly rates, but it is self-evident that far more than that was sold.
During this time of unprecedented airline profitability, it is puzzling why the DAL MEC opened early to only settle for a cost-neutral contract at best. There are valid arguments about the time value of money. However, these can be countered with equally valid arguments on the value of job security and QOL. The UAL MEC aims to get a briefing from the DAL Negotiating Committee if the TA passes membership ratification.
This is what our MEC Vice-Chairman said, when he was the Council 34 Vice-Chairman.
DELTA TA – The DAL MEC accepted a tentative agreement (TA) by a senatorial vote of 11-8. The TA is now out for DAL membership ratification. Voting ends and the results will be disclosed on July 10.
After weighing the pros and cons of the TA, it is difficult to say if it actually moves the bar any higher. Instead, a compelling argument can be made that the bar will be lowered because the TA is rife with concessions in quality of life (QOL), healthcare, and possibly even job security. It might be a reasonable agreement if just the profit sharing formula was traded for higher hourly rates, but it is self-evident that far more than that was sold.
During this time of unprecedented airline profitability, it is puzzling why the DAL MEC opened early to only settle for a cost-neutral contract at best. There are valid arguments about the time value of money. However, these can be countered with equally valid arguments on the value of job security and QOL. The UAL MEC aims to get a briefing from the DAL Negotiating Committee if the TA passes membership ratification.
This is what our MEC Vice-Chairman said, when he was the Council 34 Vice-Chairman.
They actually gave up their rolling sick bank in that TA. My feeling was that the DAL Pilots knew that value by comparing what we lack at UAL. Also, political shift from DAL to NWA at that time.
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