Yes and what is funny is when the numbers are ran Delta can park a good bit of a t-tailed fleet without dipping below the limit. They are going to end up with little to no growth, write it down that I said this.
Once again DALPA screwed its members, for short term gains and long term losses. To bad this one will likely hurt TechOps. Loss of CF34 work, likely loss of JT8D-219 work and unlikely no chance in hell of the BMW engine coming in house or (gasp) 717 HMVs. Sad day, but I quit having hope in ALPA a long time ago.
Mexico TechOps should be loving this though. More Delta work and getting less pay. Yeah Baby! (also WT I bet you had one hell of a party when it passed.)
There is ALWAYS the fear that DL could shrink... but the simple facts are that DL has reduced its own workforce LESS than its peer network carriers during the past 10 years which have been nothing short of HORRIFIC for airline labor as BK laws have decimated network carrier employee numbers, salaries, and benefits.
Let's not forget that DL started business outside of the ranks of the big four US network airlines - of which AA and UA were part of - and DL did not have access to any of the key global networks given to other US airlines - as PA, NW, BN, and TW all had. DL has grown its network and its business almost entirely from slow, deliberate growth and by running a good business - and DL employees have fared as well as or better than their peers at other network airlines.
An accurate assessment of where and what DL will do in the coming years must be viewed within the perspective of what has occurred over the past 80 plus years.
The slot swap at NYC, a likely joint venture over the Pacific, equity stakes in Latin American carriers all will help build on the network DL has built. Throw in the fact that DL is well-prepared to execute another merger or acquisition while AA and UA still have major restructuring and integration tasks ahead of it and DL is likely to participate in initiatives that will further consolidation, enhancing DL's network, and its revenue generating capabilities.
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All of that might sound like corporate double speak until you consider that DL has used its mergers and acquisitions to create revenue better than what its peers have promised and has done it - most importantly - by creating and retaining jobs for DL employees.
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We can point to maintenance as an example that matters to you. DL had the 2nd lowest level of outsourcing among its network carrier peers - and we really have no idea where AA will end up in 5 years w/ respect to outsourcing.
DL might lose some of the CRJ engine maintenance but the chances are quite high that DL will do some of the work on the 717 fleet in-house, simply because DL has demonstrated that it can do alot of things cheaper and faster - and to higher quality - than by outsourcing. I hope like heck that AA's philosophy of keeping work here proves to be true because it will validate that US workers CAN successfully compete w/ foreign workers.
As you well know, DL's maintenance capabilities from a facilities standpoint is stretched... it is very possible that future consolidation and the 717 deal will provide reason for DL to invest in new in-house maintenance capabilities.
DL has consistently said that the Mexico maintenance JV will help bring work done overseas back to the N. America and allow DL and AM to bid for maintenance contracts that DL cannot win because it cannot cost effectively do airframe overhauls - but AM can. DL has also said that it will double MRO revenues (which amount to 1/4 of the total value DL spends maintaining its own fleet) - so the notion that DL Tech Ops employees will lose jobs seems a little hard to believe.
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Throughout the company, the 717 deal will result in more flying and ground support being done by DL mainline employees than at its peer network carriers, many of whom are pushing to outsource more flying even as DL has reduced its DCI flying faster than its domestic mainline flying.
DL pilots recognized that the new contract presented a small increase in pay and flying compared to the alternative of potentially waiting years for a new contract through traditional negotiations and provided the opportunity to codify some of the scope limits on DL's outsourcing of domestic and int'l flying; the new contract has more restrictive scope provisions than the previous contract.
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While we all would like to see the total number of jobs increasing, the simple fact is that capacity throughout the industry has plateaued and is decreasing as oil prices force ticket prices up and demand down at the same time that consolidation is removing unneeded capacity. It is those carriers that can maintain and grow their networks even while adapting to the new realities of high-priced jet fuel and persistent anemic economic conditions in much of the world that will win in the marketplace - and secure long-term futures for their employees.
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We've heard the fears about how DL would outsource more and more jobs throughout the company and that DL employees would fare worse than their peers at network carriers, esp. those who are represented by unions.
The fact is that DL employees do more of their own work in-house than their peers at their network peers and DL employees do make as much or more than their peers at other airlines.
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I suppose DL could all of a sudden decide to change its strategies and manage its employees like what other network carriers are doing- but its track record and current actions don't indicate that will happen.
