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Discussion in 'Delta Air Lines' started by 700UW, Aug 5, 2014.
Looks to me like they sold out the group.
Nice job at the back-pedaling tho.....
Top Things to Know about the IAM
Can’t guarantee anything
Pay, benefits and work rules would all be subject to negotiations
Potential card fraud at Delta
The IAM withdrew its flight attendant election application in April 2015 after the NMB found that some of the submitted A-Cards contained fraudulent signatures
Already rejected by thousands of Delta people
Five workgroups rejected the IAM post-merger
Doesn’t know flight attendants
Represents 2,300 flight attendants at two small US-based regional carriers
Doesn’t value profit sharing
Led the way in giving it up at US Airways and again at American
Doesn’t support Delta people
Opposed the Delta-Northwest merger and supports Boeing interests even when adverse to those of Delta’s people
It’s a big businesses
The IAM’s annual budget exceeds $175M and your annual dues would likely be $700 or more
Requires you to pay dues or be fired
IAM airline contracts provide for employees to be terminated for failure to pay dues
Has lost over a third of its dues paying members in the last 25 years
Doesn’t respect different views
You can be fined, suspended or expelled from membership if you support other unions or getting rid of the IAM
The IAM and Flight Attendants
IAM represents flight attendants at only two US-based air carriers, both regional airlines – CommutAir and ExpressJet.
At CommutAir, the Machinists took almost 7 years to negotiate a first contract for fewer than 150 flight attendants.
At ExpressJet (approximately 2,100 flight attendants), negotiations for a joint contract following the merger with Atlantic Southeast have exceeded 3 years, without a tentative agreement.
Look petey is a Ford and Harrison puppet or is it a parrot?
this from the IAM's biggest TOOL. too funny
I'm still curious what the "real story" on 777 staffing is.
Yeah no joke...
Here Kevin, since BABA wont answer you.
So if you bid a month ahead of time, how are they going to determine and staff when the loads are over 225 passengers when they arent when you bid but are over the 225 mark on the day of the flight?
He asked for differences not what it ER and LR stands for. You don't know?
Range and Payload.
And your link to another message board shows nothing but a link to Wiki.
You didnt know that?
umm the same way we have been doing it for years on the 76L and the 764.
its called variable staffing.
Staffing for the 291 passenger 777 (18 a/c) will now
match the staffing for the 293 Passenger A330
Please walk me through variable staffing- or rather why this should't be seen as a $5M giveback in an era of unprecedented profits.
I'm not trying to be obtuse; I really would like to understand the "real story" here.
You bid in February for March, the load is 150, so when and whom decides on how to get the additional FA when the load increases?
never said nor thought that this isn't a 5 mil savings.
variable staffing: example is on the 76L . Most but not all staffing is 7
when bidding. (usually during the winter) The 8th position becomes avail (based on passenger count)
5 days out. Another chance for f/a to pick up position. This extra position can be filled all the way until sign in of trip.
The only time this really happens is during the winter with light loads. During
the summer bid positions are usually 8 with this a/c.
Delta uses the "variable position " on the 76L and 764 and now the 777