Delta Pilots Check Your Email....

[Sedona16]

Details are out...

 

[Going2Baja]

Someone please post when able - Thanks.

Baja,

 

[Helos2Galaxy]

What details, my in box had a invite to enlarge my thang, and a solicitation for fake Rolexes.

Oh, and the Disney Triathlon open its registration window today

 

[jetjockey#1]

0803​

[FONT=Cambria,Cambria]June 30, 2008 [/FONT]​

JointCollectiveBargainingAgreement

[FONT=Cambria,Cambria]Since the Delta pilots ratified Letter of Agreement (LOA) 19, we have been in ongoing discussions with our Northwest counterparts to build on that achievement in pursuit of a Joint Collecte Bargaining Agreement (JCBA). Earlier this month, we arrived at a joint bargaining position with the Northwest MEC Negotiating Committee, and jointly entered into negotiations with Delta management. After a few weeks of intense negotiations, we reached a Tentative Agreement (TA) for a [/FONT]​

[FONT=Cambria,Cambria]JCBA, which each MEC subsequently ratified unanimously last week. The TA will now go to both pilot groups for a separate ratification vote. If ratified by both pilot groups, this JCBA, together with its attachments, when added to the current Delta PWA inclusive of LOA 19, will become the "new" Delta PWA at the [/FONT]​

[FONT=Cambria,Cambria]close of the merger. The negotiations also included extensive discussions on seniority list integration (SLI) process issues for pilots of the merged company. As we all realize, this is an integral part of our future here at Delta. These discussions resulted in the Seniority List Process Agreement, a document which establishes a definitive timetable for the conduct of negotiations, followed by date‐certain arbitration if necessary, to reach an integrated seniority list. This Process Agreement is not part of the JCBA, but it is a part of the overall Transaction Framework Agreement (TFA) that encompasses the JCBA. You will be provided with more information on the SLI Process ement in[/FONT]

[FONT=Cambria,Cambria]Agre a separate communication. This [/FONT]



​

[FONT=Cambria,Cambria]Notepad[/FONT][FONT=Cambria,Cambria] explains the highlights of the JCBA and the related TFA. These documents are available for download from the Merger page of the Delta MEC website (http://www.deltapilots.org). The TFA is almost identical to the TFA associated with LOA[/FONT]
[FONT=Cambria,Cambria]19. The JCBA includes four attachments: • [/FONT][FONT=Cambria,Cambria]Attachment[/FONT][FONT=Cambria,Cambria]A[/FONT][FONT=Cambria,Cambria] of the JCBA deals with transition items for the pre‐merger Northwest pi[/FONT]
[FONT=Cambria,Cambria]l[/FONT]
[FONT=Cambria,Cambria]ots. • [/FONT][FONT=Cambria,Cambria]Attachment[/FONT][FONT=Cambria,Cambria]B[/FONT][FONT=Cambria,Cambria] of the JCBA deals with transition items for the pre‐merger Delta pilots. [/FONT]
[FONT=Cambria,Cambria]‐2 ‐ [/FONT][FONT=Cambria,Cambria]​

1. •

[/FONT][FONT=Cambria,Cambria]Attachment[/FONT][FONT=Cambria,Cambria]C[/FONT][FONT=Cambria,Cambria] contains a list of LOAs that are carried over intact from the NWA CBA. [/FONT]

[FONT=Cambria,Cambria]• [/FONT]
[FONT=Cambria,Cambria]Attachment[/FONT][FONT=Cambria,Cambria]D[/FONT][FONT=Cambria,Cambria] contains a list of new LOAs that will become part of the new [/FONT]​

[FONT=Cambria,Cambria]Delta PWA. The LOAs referenced in Attachments C and D are also available on the Merger page [/FONT]​

[FONT=Cambria,Cambria]of the Delta MEC website. While this [/FONT]​

[FONT=Cambria,Cambria]Notepad[/FONT][FONT=Cambria,Cambria]is a summary of the JCBA, it is not a substitute for an in‐depth of the en[/FONT]​

[FONT=Cambria,Cambria]read tire JCBA and related documents. This [/FONT]​

[FONT=Cambria,Cambria]Notepad[/FONT][FONT=Cambria,Cambria] also only explains the contractual changes to the Delta PWA as they affect a pre‐merger Delta pilot. However, the JCBA also includes extensive language that affects only pre‐merger Northwest pilots. Additionally, a number of sections of our current PWA were changed to incorporate provisions of the Northwest CBA. These changes are clearly spelled out to continue, for all pilots, certain limitations [/FONT]​

[FONT=Cambria,Cambria]and/or requirements that exist in the Northwest CBA. Enough of the preliminaries; lets delve into some details. [/FONT]​

Equity​

[FONT=Cambria,Cambria]As part of LOA 19, we negotiated a 3.5 percent equity stake in the merged company. The JCBA adds an additional 2.38 percent equity for the pre‐merger Northwest pilots, which is a proportional amount, given the size of the two pilot groups. [/FONT]​

Sec​

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ion1[FONT=Cambria,Cambria]• [/FONT][FONT=Cambria,Cambria]The LOA 19 restrictions on 76‐seat jets remain with respect to the Compass flowdown requirements. If the Compass flowdown is not maintained, then the [/FONT]

[FONT=Cambria,Cambria]number of permitt[/FONT]
[FONT=Cambria,Cambria]ed 76‐seat aircraft will be reduced by 35 aircraft. • lots. [/FONT]
[FONT=Cambria,Cambria]The "no furl[/FONT]
[FONT=Cambria,Cambria]ough" protection obtained in LOA 19 continues for all pi• [/FONT]
[FONT=Cambria,Cambria]All Delta pilots now have flowdo[/FONT]
[FONT=Cambria,Cambria]wn rights to Compass and Mesaba. • The Alaska Airlines codeshare section was modified to account for Northwest’s significant level of codeshare with Alaska, which essentially feeds its Seattle and Los Angeles international flights. LAX is now considered a Delta hub for [/FONT]
[FONT=Cambria,Cambria]purposes of codesharin[/FONT]
[FONT=Cambria,Cambria]g. That designation protects Delta flight segments. • The Company is permitted to codeshare on Hawaiian Airlines, but only within the state of Hawaii. This will allow Hawaiian to feed Delta flights to the US and [/FONT]
[FONT=Cambria,Cambria]currently allows Hawaiian to feed[/FONT]
[FONT=Cambria,Cambria]Northwest flights to the US and Narita (NRT). • Delta may codeshare on foreign carriers between NRT and points in Asia [/FONT][FONT=Cambria,Cambria]only[/FONT][FONT=Cambria,Cambria] if it maintains use of a minimum number of NRT takeff and landing slots. The current international codeshare limitations will apply to these markets as well. [/FONT]
[FONT=Cambria,Cambria]‐3 ‐ [/FONT]​

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ion3[FONT=Cambria,Cambria]• [/FONT]

[FONT=Cambria,Cambria]The A‐330 [/FONT]
[FONT=Cambria,Cambria]rates now match the 767‐400 rates. • The International pay increase on the Date of Corporate Closure (DCC) negotiated in LOA 19 will increase further. On January 1, 2010, international pay increases to $6/4/3 for Captain/First Officer/Second Officer, respectively. This brings international pay back to C2K levels. [/FONT]​

Sec

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ion5[FONT=Cambria,Cambria]• [/FONT][FONT=Cambria,Cambria]In all contracts for hotels entered into on or after the Collective Bargaining Agreement Implementation Date (CBAID), the Company will use its best efforts to negotiate free internet access for pilots while on a layover. [/FONT]

Sec​

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ion8[FONT=Cambria,Cambria]• [/FONT][FONT=Cambria,Cambria]The agreement includes pay provisions for a ground deadhead in connection with a military charter. [/FONT]

Sec​

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ion11[FONT=Cambria,Cambria]• [/FONT][FONT=Cambria,Cambria]A Captain Seniority List instructor (SLI) will be paid at the applicable composite hourly rate in the highest paying position he can hold. A First Officer SLI will be paid at the applicable composite hourly rate in the highest paying First Officer [/FONT]
[FONT=Cambria,Cambria]position he can hold. [/FONT]
[FONT=Cambria,Cambria]• A pilot may use positive space deadhead to/from training on wholly owned DCI carriers and on Pinnacle. On all other DCI carriers, he will travel on a space [/FONT]
[FONT=Cambria,Cambria]available basis with a higher pr[/FONT]
[FONT=Cambria,Cambria]iority than any other non‐revenue passengers. • Prior to the initiation of his LOE, a pre‐merger Delta pilot may withdraw from the first qualification training program (other than a special requalification) he is undergoing at the Minneapolis training facility pursuant to an Advance Entitlement. He will not be considered to have failed training. [/FONT]









​

 

[jetjockey#1]

[FONT=Cambria,Cambria]‐4 ‐ [/FONT]
Sec​

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ion12[FONT=Cambria,Cambria]• [/FONT][FONT=Cambria,Cambria]The agreement restates duty time maximums for three‐pilot aircraft (747‐200) that were previously incorporated in the PWA and added in Second Officer [/FONT]
[FONT=Cambria,Cambria]references [/FONT]
[FONT=Cambria,Cambria]where appropriate. • The agreement incorporates rules limiting X‐day moves that are necessary due to the long rotations currently flown at Northwest, protecting long stretches of on‐call days for reserve pilots in certain international categories. [/FONT]

Sec​

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ion16[FONT=Cambria,Cambria]• [/FONT]
[FONT=Cambria,Cambria]The agreem[/FONT]
[FONT=Cambria,Cambria]ent adds the 747‐400 and A‐330 to the rest facility language. • All Crew Rest Optimization Team (CROT) agreements to date are incorporated into the JCBA. [/FONT]

Sec​

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ion20[FONT=Cambria,Cambria]• [/FONT][FONT=Cambria,Cambria]The TA allows for Second Officers to remain on the seniority list regardless of FAA Maximum Licensing Age. [/FONT]

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ion22[FONT=Cambria,Cambria] • If a First Officer is currently under an equipment freeze, this freeze will not prevent him from bidding and being awarded his first Captain position. A former Delta Express Captain is also eligible to use this bid authority. The freeze lfill. [/FONT]
[FONT=Cambria,Cambria]from this award will be added [/FONT]
[FONT=Cambria,Cambria]to the balance of the freeze the pilot did not fu The agreement allows for a pilot to downbid to the Second Officer position. [/FONT]

[FONT=Cambria,Cambria]• [/FONT]
Sec​

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ion23[FONT=Cambria,Cambria]• [/FONT][FONT=Cambria,Cambria]In addition to the limitations in Section 12 concerning limiting X‐day moves, the blocks of days on an international reserve pilot’s schedule also have limits on the granting of a Personal Drop (PD) of a reserve day. This change will protect the long periods of availability that are awarded to reserve pilots in international [/FONT]
[FONT=Cambria,Cambria]categories. A Chief Pilot still [/FONT]
[FONT=Cambria,Cambria]has the authority to grant a PD. • The maximum number of short calls is reduced from eight days to six days in a bid period. [/FONT]
[FONT=Cambria,Cambria]‐5 ‐

1. •

The agreement deletes the short call credit received when a reserve pilot is [/FONT]
[FONT=Cambria,Cambria]assigned a trip that rep[/FONT]
[FONT=Cambria,Cambria]orts within 5 to 12 hours after his last off‐duty day. • Green Slips (GS) will now be paid just like during C2K; double pay, no credit for regular pilots. The green slip trigger will be lowered to the lesser of the ALV or 75 hours, and vacation and CQ training will count as credit for meeting the GS [/FONT]
[FONT=Cambria,Cambria]trigg[/FONT]
[FONT=Cambria,Cambria]er. • A reserve pilot awarded a GS rotation with an X‐day that coincides with a day on which the pilot does not have a duty period (within the GS rotation) may move an X‐day to the first day of the GS rotation (e.g. a pilot flying a GS with a single X‐day scheduled during a 52‐hour layover can move the X‐day to coincide with a duty period and receive premium pay for that duty period). [/FONT]

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ion24[FONT=Cambria,Cambria]• [/FONT][FONT=Cambria,Cambria]All current jumpseat flowback agreements that the Company has in place are [/FONT]
[FONT=Cambria,Cambria]now part of the PWA, subject t[/FONT]
[FONT=Cambria,Cambria]o their continued reciprocity. • During these negotiations, the Company agreed that our interpretation of the current language in the PWA regarding a pilot’s contractual right to the jumeat is correct. A pilot will [/FONT][FONT=Cambria,Cambria]not[/FONT][FONT=Cambria,Cambria] be removed from, or denied the use of, the jumpseat on any Company aircraft due to any revenue or payload optimization programs. There is no change to the PWA; only recognition in writing that our interpretation with regard to the optimization programs is correct. [/FONT]

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ion25[FONT=Cambria,Cambria]• [/FONT][FONT=Cambria,Cambria]The Tentative Agreement provides for additional optional life insurance [/FONT]
[FONT=Cambria,Cambria]coverages. [/FONT]
[FONT=Cambria,Cambria]• The agreement includes expanded medical coverage under DPMP Option N beginning in 2010. This is the medical insurance program currently provided for the former Northwest pilots. [/FONT]

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1. tion26

1. [FONT=Cambria,Cambria]• [/FONT][FONT=Cambria,Cambria]The agreement includes two additional Defined Contribution Plan percentage increases above the one percent increase on January 2010 provided for in LOA 19.
   1. •
   [/FONT]

[FONT=Cambria,Cambria]One percent increase in DC plan contributions on January 1, 2011 [/FONT]
[FONT=Cambria,Cambria]‐6 ‐

1. • One percent increase in DC plan contributions on January 1, 2012. On January 1, 2012, retirement plan percentages will total 14 percent (two percent to the DPSP and 12 percent to the DC Plan), a 27 percent increase over current retirement plan percentages.

[/FONT]

[FONT=Cambria,Cambria]In the past couple of months we have negotiated two agreements in conjunction with the merger between Delta Air Lines and Nortest Airlines, LOA 19 and this JCBA. [/FONT][FONT=Cambria,Cambria]Together[/FONT][FONT=Cambria,Cambria] these agreements provide for compounded raises of over 18 percent over the life of the agreement, and also for an additional three percent in DC contributions for a Defined Contribution Plan percentage of 14 percent beginninon January 1, 2012. Under the terms of the two agreements, there are improvements to Scope, Furlough Protection, International Pay, Per Diem, Sick Leave, Premium Pay, Reserve and other "quality of life" issues. Additionally, all pilots receive equity in [/FONT]
[FONT=Cambria,Cambria]the new Delta Air Lines following the close of the merger. It is important to recognize the industry and economic landscape against which this JCBA tentative agreement was reached. We believe that given the financial and industry environment in which we find ourselves, this agreement provides [/FONT]
[FONT=Cambria,Cambria]significant gains for the Delta pilots. Additionally, it positions Delta to make significant competitive strides in the coming years, especially in international markets, which would be reflected in profit sharing payouts and, most important, in the prospect for a long‐term financially stable [/FONT]
[FONT=Cambria,Cambria]corporation which is in the best interests of all Delta pilots. We unanimously endorse this agreement, your elected representatives have rsis ent, and we recommend you vote in favor of ratification. [/FONT]
[FONT=Cambria,Cambria]endoed thagreemTim Rick Randy [/FONT]​

The actual contract is 54 pages long... Have fun

 

[ACL65PILOT]

Looks like everyone pre 9.01.2001 still has a fairly good chance of staying on property. With loosing six seats in each 76 seater there is a real economic reason to keep all of those pilots. Basically I bet those seats will more than pay for each of those pilots.
Looks like the newbies will have to fend for themselves.

 

[On Your Six]

So, would you guys give this a thumbs up or thumbs down and why? No agreement is perfect - it's called COMPROMISE. Anything surprising?

 

[180ToTheMarker]

Looks like everyone pre 9.01.2001 still has a fairly good chance of staying on property. With loosing six seats in each 76 seater there is a real economic reason to keep all of those pilots. Basically I bet those seats will more than pay for each of those pilots.
Looks like the newbies will have to fend for themselves.

I'm confused. I thought LOA 19 gave us rookies furlough protection. Something like "no pilot shall be furloughed as a result of the merger for 2 years after DCC." I know thats not concrete but its something.

 

[Superpilot92]

I'm confused. I thought LOA 19 gave us rookies furlough protection. Something like "no pilot shall be furloughed as a result of the merger for 2 years after DCC." I know thats not concrete but its something.

It is a but some people wont believe it regardless of what you tell them. The no furlough clause "as a result of the merger" along with

"The LOA 19 restrictions on 76‐seat jets remain with respect to the Compass flowdown requirements. If the Compass flowdown is not maintained, then the number of permitt [FONT=Cambria,Cambria]ed 76‐seat aircraft will be reduced by 35 aircraft. • lots. "[/FONT]

make pretty good deterrence's not to furlough. This was a joint agreement and i give big thumbs up to the MECs for working together and getting this knocked out for us ALL!

 

[Superpilot92]

Looks like everyone pre 9.01.2001 still has a fairly good chance of staying on property. With loosing six seats in each 76 seater there is a real economic reason to keep all of those pilots. Basically I bet those seats will more than pay for each of those pilots.
Looks like the newbies will have to fend for themselves.

Where did you come up with this. From what it looks like there are pretty good utterances not to furlough. Also the cost associated with furloughing people now has a significant retraining cost associated with doing so. IF and thats a big IF we had to furlough it would be short lived considering the aircraft coming to both sides and i dont see the new Cash Saving Dal wasting the cash on something they dont have to. We'll see

 

[anewunion]

Here is the reality, anyone can be furloughed, and any company can go out of business. The truth for the DAL side is this:

1. The DAL side will not furlough

2. DAL and NWA will become one

3. The SLI will go to arbitration

4. Some people will be pissed off

5. Delta will hire later this year

6. RJ Flying will be decreased system wide

7. Domestic flying will be decreased

8. Due to the shrinkage of capacity places like LGA,DCA,JFK,EWR will be a better place to fly into.

9. some people will be pissed off

10. The $ will continue to weaken making international travel to the U.S even more attractive.

 

[jetjockey#1]

Does the flowdown include any pay protection? It would be pretty tough to start at 24$ an hour.

 

[generaltso]

It is a but some people wont believe it regardless of what you tell them. The no furlough clause "as a result of the merger" along with

"The LOA 19 restrictions on 76‐seat jets remain with respect to the Compass flowdown requirements. If the Compass flowdown is not maintained, then the number of permitt [FONT=Cambria,Cambria]ed 76‐seat aircraft will be reduced by 35 aircraft. • lots. "[/FONT]

make pretty good deterrence's not to furlough. This was a joint agreement and i give big thumbs up to the MECs for working together and getting this knocked out for us ALL!

WOW, what kind of kool aid are you drinking??? I can't believe you are actually comfortable at the bottom of the list at NWA. I'm not even comfortable at the bottom of the list at DAL.

Stop singing kumb-ba-ya so much on this message board, it is making me and many others sick. I appreciate your optimism, but that doesn't pay the bills when you (and I) hit the street.

The no furlough clause in this agreement isn't even worth the PDF paper it was sent on. The only people with any real protection are, like another poster said, TK and above at DAL.

Look around you, UAL and LCC have already announced furloughs. AMR is thinking furloughs too, right? CAL is rumored to furlough in the fall. DAL may have sweaked by without them THIS YEAR and early next year due to our deliveries, but with NWA in the picture it's not likely.

Wake up and smell the coffee.

 

[GogglesPisano]

There's a reason they left the TbKane language in there. It's pretty obvious.

 

[Helos2Galaxy]

I am voting NO.

 

[Fly4hire]

Does the flowdown include any pay protection? It would be pretty tough to start at 24$ an hour.

You would flow down to a 2nd year Capt position ~ $64/hr

 

[jetjockey#1]

Thanks that is reasonable.

 

[ACL65PILOT]

That it is. It is good protection. I am not saying that there will be a furlough, all I am saying is that the bottom new hires will be easier to be furloughed. There will be seats at Compass for them and it will in essence cost the company nothing. Granted the company needs this flexibility, it just stinks when you may be the flex.
The other protections are fine and dandy, but this one really has teeth.
Not that we should or need to get in to an SLI discussion, but from my perspective it looks clear on how the bottom of the list MAY be done. (Not I know that is clear as mud, but there is a reason for that)

 

[GogglesPisano]

Can any NWA pilot expand a little on this flowdown. Which airlines are we talking about? Compass and Mesaba? Furloughees go to the bottom of the regional's list (reserve) but take the left seat (of what equipment) at 2nd year pay?

Just planning for the future is all.

 

[~~~^~~~]

Hard to call. Some things I had hoped for are missing:

• NWA's 75 hour reserve guarantee
• Unknown NWA baseline fleet number, means scope is not completely known and suggests NWA's fleet is - you know - shrinking by at least 28 jets soon
• Base displacement protections
• Commuting protections (see above)
• Positive space for commuting (see above)
• Displacement pay does not consider base protections (IE bumped off 767ER ATL, but you can hold it in NYC. You chose MD88 ATL. I don't think you are protected)

But, overall, I think our negotiators did a very good job. The junior guys are not going to be happy, but that is part of juniority.

Does the regional have to be hiring to flow down? Can you bid down (not that I would) or is it displacement only? Since hirings lead flying and displacements lag, could some pilots be caught seatless when the music stops?

I can see myself picking up 2 or 3 more type ratings unless management works the bids to avoid some of us chosing to live at the schoolhouse.

Feel sorry for those who serve on the grievance committee.... Section 1 B 40 (e)? No, I mean LOA 19-2008, Section 1 as revised by Joint Collective Bargaining Agreement's revised Section 1 B 40. The same as LOA19? Yes, but aren't we talking about a Mesa 76 seater in Hawaii? No, well, he had been trained by Hawaii but flies for Mesa now. Did they fly outside the State of Hawaii? Yes, to Mexico, with less than 100 seats per segment. But was Delta, or Hawaiian in a cooling off period. What?

My head hurts. Although the degree of specificity with Hawaiian and NWA rumors make me think of changing my screen name to Don Ho.

All Delta flying done by Delta pilots ... if you please.

Anyone have a theory that the "certificated in the United States" phrase that has been carried forward would render small jet restrictions moot in the event that cabotage was allowed? Just wondering.

 

[ACL65PILOT]

Like I said there is a lot in here that is making my wonder why?
Check you e-mail fin.

 

[nwaredtail]

I am voting NO.

you will be in the minority

 

[Browntothebone]

Someone please post when able - Thanks.

Baja,

We need DEETS!!!

 

[nonstop]

I am voting NO.

You voted yes for LOA 19 but you're voting no for this? You realize this has gains above LOA 19 as well as allows Delta Airlines to realize the full benefits and synergies of the merger and possibly succeed as a company for everyones benefit.

Is there something I missed that was a step backward from LOA 19? Or did you envision, as your MEC so adamantly denied, that LOA 19 would be used as some kind of leverage in a SLI? Or do you think our leverage is going to improve over time?

Just curious what your rational is, and why you believe your MEC may be leading you astray.

 

[Fly4hire]

Can any NWA pilot expand a little on this flowdown. Which airlines are we talking about? Compass and Mesaba? Furloughees go to the bottom of the regional's list (reserve) but take the left seat (of what equipment) at 2nd year pay?

Just planning for the future is all.

You flow down in seniority order, not bottom of the list. The first pilot that is furloughed becomes seniority#1 at Compass until the next pilot flows and so on - we (soon to be us) own 100% of those slots. At XJ we only own the number that flowed up. PLUS as soon as you check out as a Captain there, you are instantly off probation (read the fine print )

The Compass flow is a HUGE disincentive for furloughs - NWA owns it 100% now, and DAL will at DCC.

Think about it - a new hire makes ~$43 hr at DCC, and each Co. has spent ~$70K already on new hire training. As soon as there is a furlough, that pilot goes to off-site training in Montreal with CAE for a E175 type ~$45K, and then gets a pay RAISE to $64 hr, is off probation, - just paid for by the company that was furloughing you to save $$.

Never mind the operational training and schedule chaos of flushing the existing Compass pilots that is currently only ~220 pilots forecast to 350 - with even a minor furlough of several hundred you could cycle 100% of the Compass pilot group.

This entire section of the NWA PWA comes over to benefit all of us, and remains intact with the sale of Compass as well. Personally I think this is a far greater incentive not to furlough than the flimsy "due to merger activities" in the JPWA and LOA 19.

 

[~~~^~~~]

Is there something I missed that was a step backward from LOA 19? Or did you envision, as your MEC so adamantly denied, that LOA 19 would be used as some kind of leverage in a SLI? Or do you think our leverage is going to improve over time?

Yes. NWA got higher pay rates for their smaller equipment. That was unexpected and potentially changes the dynamics for anyone on the MD88/90. Also, NWA's LOAs to deal with the expected over staffing is a change.

These changes do not have anything to do with bringing the NWA pilots to parity and no one wants anyone to be furloughed. But don't innocently come on the board and accuse the Delta pilots of using LOA 19 for leverage when clearly the NWA side made the changes to relative position.

It seems like a trend. The Delta pilots work to bring the NW pilots to parity. Then the NW pilots use the parity +1 as a bargaining position to take seniority from the Delta guys.

Please let us not get into a flame fest. It is what it is. If the Delta pilots had just leapfrogged the NWA pilots like the NWA guys just did, there would be demands for Prater not to endorse the LOA.

This might kill the JPWA vote, so if I were a NWA pilot, I would not throw more fuel on the fires of discontent. If you stir the pot enough the 88/90 guys will wake up and vote this down. Then we are all screwed.

 

[RiddleEagle18]

There has been big rumors at comair about merging with Mesaba or Compass. I could see as a big possibility now if the flowup/back language would remain. This would provide over 1500 availible seats for furloughed NWA/Delta pilots.

 

[DTW320]

Also, NWA's LOAs to deal with the expected over staffing is a change.

That is not part of the JPWA. DALPA is free to negotiate something similar for themselves with DAL management. Sound familiar?

 

[DTW320]

NWA got higher pay rates for their smaller equipment. That was unexpected and potentially changes the dynamics for anyone on the MD88/90.

Are you talking about the 319 at 124 seats vs. the 88 at 142?(the 319's were brought up to 320, 148 seat, rates......sound like any particular DL a/c?)BTW, in the JPWA the A320 rate represents only a 6.5% raise over current NWA. If anything, it should be NWA 320 pilots complaining about the inequity of the % raises among different a/c.

OK. Then we will need to upward adjust the rate for the 757-300's we bring since they have more seats than your 76ER's

 

[formerdal]

you will be in the minority

I don't think he will at Delta