Grassroots Efforts at DL for ACS and FAs, no personal attacks.

[700UW]

I have never crossed a picket line nor ever performed struck work.

I helped run CLT during our strike at US in 92, basically put in 20 hour days with little rest and no pay. I did it because it's what trade unionists do.

So southwind did you go to work at DL and pay no mind to the AMFA mechanics picket lines at their hangar and terminal?

 

[southwind]

Along with pilots and AMFA's sister union the PFAA represented FAs.
Hey Kev,
You were an IAM represented at NW, did you cross a picket line?

Was Kev the only person at NW represented by the IAM?

 

[700UW]

So did you cross the picket line at ATL?

What did you do to support the striking AMFA mechanics at NW?

 

[southwind]

I have never crossed a picket line nor ever performed struck work.
I helped run CLT during our strike at US in 92, basically put in 20 hour days with little rest and no pay. I did it because it's what trade unionists do.
So southwind did you go to work at DL and pay no mind to the AMFA mechanics picket lines at their hangar and terminal?

So 700, if the ramp unionizes and goes on strike, do you have a problem with other DL employees loading bags?

 

[southwind]

So did you cross the picket line at ATL?
What did you do to support the striking AMFA mechanics at NW?

Did I perform work usually done by someone else who was on strike? No!

 

[Kev3188]

All due respect to you both, but there is no shortage of threads/posts covering the AMFA strike at NW.

 

[topDawg]

Seniority doesn't exist in ACS...

 It only exists when Delta wants it to exist. 
 
 

wow, just wow, Kevin.

so how is your salary determined and how are your shifts determined?

so that is the only thing seniority matters for? nooooopppppppppeeeeee
 

you don't realize that DL's ENTIRE N. America system that touches a TATL flight is covered under the AF/KL JV?

And there are indeed 767s that have been pulled in and out of the desert over the past couple years that fly TATL missions.

 You are babbling again.
Give me one aircraft that has been pulled from storage that is being flown on a flight that is COVERED under the JV. Domestic routes are not covered under the JV. They are covered under the ATI but not the JV. Big difference.

And no 767 has gone into storage and came out that flies international. A few of the 767-300s have been in and out of MZJ/VCV but the one 767-300ER that went into VCV is still there and it is being turned into beer cans, if it hasn't already.

An no, Aircraft sitting in short term storage over the winter to deffer checks don't count.
 

you don't really want to go there, robbed, unless you can explain why US goes with power by the hour (outsourced) engine maintenance and why AA's passenger service union JUST agreed to outsource more work.

 uh. Delta has over 400 engines that are sent to vendors/power by the hour........
 

you REALLY don't want to go there.

DL INSOURCES far more than US OUTSOURCES.

DL employees profit sharing increased.

With JCBAs, AA employees' profit sharing has gone to ZERO. The rest of AA/US work groups can either give up profit sharing or they can keep what they have which is minimal to no raies.

 now you are changing your tune again.

WT "why does you airline do X"
rob" Why does Delta do X"
WT" Delta is the greatest, that doesn't count.....PROFITSHARING!!!!!!!"
 

Lets see if you can figure this one out!
 
Why does DL INSOURCE engines?
 
Why does DL INSOURCE work period?
 
Why is DL investing millions into one of the largest test cells in the World?

two things
1) FIFY
2) WT started this off asking why other airlines outsource engines and I think the point being made is why are we talking about that went Delta outsources the engines a at least a 1/3 if not 1/2 of the fleet. 

 

[WorldTraveler]

considering that this thread is 560 pages long, I didn't start anything.

and given that other airlines outsource 100% of their engine work, then DL is in far better shape.

Considering that DL INSOURCES far more engine work and AA, with the best percentage of outsourcing, is getting rid of insourcing because Parker doesn't believe in just like he doesn't believe in Profit Sharing, then it is indeed clear that DL is moving further ahead of the pack which is moving backward.

But let's face it that unless DL does the work YOU want them to do, then it is all BAD.

 

[southwind]

It only exists when Delta wants it to exist. 
 
 

so that is the only thing seniority matters for? nooooopppppppppeeeeee
 

 You are babbling again.
Give me one aircraft that has been pulled from storage that is being flown on a flight that is COVERED under the JV. Domestic routes are not covered under the JV. They are covered under the ATI but not the JV. Big difference.
And no 767 has gone into storage and came out that flies international. A few of the 767-300s have been in and out of MZJ/VCV but the one 767-300ER that went into VCV is still there and it is being turned into beer cans, if it hasn't already.
An no, Aircraft sitting in short term storage over the winter to deffer checks don't count.
 

 uh. Delta has over 400 engines that are sent to vendors/power by the hour........
 

 now you are changing your tune again.
WT "why does you airline do X"
rob" Why does Delta do X"
WT" Delta is the greatest, that doesn't count.....PROFITSHARING!!!!!!!"
 

two things
1) FIFY
2) WT started this off asking why other airlines outsource engines and I think the point being made is why are we talking about that went Delta outsources the engines a at least a 1/3 if not 1/2 of the fleet.

From what I understand, ALL engines cost $ to overhaul. DL, I'm sure, has found places that can overhaul certain engines at a better rate than we can, while insourcing engines that can actually generate a profit. Makes perfect sense to me.
Would I like to see all DL motors, in house? Of course but, I would rather be working on motors that generate a profit!

 

[topDawg]

From what I understand, ALL engines cost $ to overhaul. DL, I'm sure, has found places that can overhaul certain engines at a better rate than we can, while insourcing engines that can actually generate a profit. Makes perfect sense to me.
Would I like to see all DL motors, in house? Of course but, I would rather be working on motors that generate a profit!

The majority of the engines Delta sends out, it works on others of the same engine in-house. 
 
You don't think Delta can do CFM56 and PW4000 work in-house? 
you don't think the V2500 are profitable MRO engines? 
 
GE90 and Trent 800 I get. CFM56-5As, PW4168s, V2500s...... complete crap. 
 
Of course I have heard Don say they are looking at bringing all of those engines in-house. As normal set back by piss poor management from Tony and John. 

 

[WorldTraveler]

how about you tell us what percentage of engine work DL insources compared to what DL actually outsources.

and do you not think that DL is investing in that big new engine test cell precisely so DL can expand their insourcing capability? even 50 Airbus aircraft aren't enough to justify an investment that large.

 

[topDawg]

how about you tell us what percentage of engine work DL insources compared to what DL actually outsources.

once again, this has nothing to do with what you said. 
 
You are giving rob s**t about US's power by the hour fleet when Delta also has a large amount of PBH engines. (or engines sent to vendors for repair/overhaul.) 
Quit trying to change the subject. 
 

and do you not think that DL is investing in that big new engine test cell precisely so DL can expand their insourcing capability? even 50 Airbus aircraft aren't enough to justify an investment that large.

I didn't list a single engine that "needs" a new test cell. 
Not one. 
 
V2500s and CFM56-5A can be ran in both the large cells in Atlanta as well as the cell in MSP. 
PW4168s can be ran in the large cells in Atlanta. (they might be close, but should be able to do it. My understanding is the new CF6s will be able to be ran in the large cell and they are the same thrust ratings) 

 
And 100 engines + the engines it will take over time to replace all the 763s (and even further out 330s, 777s, 764s) make it justifiable. (plus the assumed MRO for the large North American Trent XWB fleet.)

 

[WorldTraveler]

the difference and you know it is that DL INSOURCES work to HEAVILY offset what it sends out.

Other carries DO NOT to anywhere near the same degree.

that is a fact.

 

[topDawg]

the difference and you know it is that DL INSOURCES work to HEAVILY offset what it sends out.

Other carries DO NOT to anywhere near the same degree.

that is a fact.

you can keep posting it, but it doesn't make it true. 

 

[WorldTraveler]

well yes it absolutely is true. DL Tech Ops does far more insourcing work than any other US airline and DL's outsourcing rate was already lower than US, UA, and WN.

DL's net outsourcing rate including what it insources is LESS than pre-merger AA.

and given that Parker is dismantling the little bit of insourcing that AA did while DL is moving to bring more work in-house, the trend at DL is going in the right direction compared to at other airlines.

feel free to keep posting otherwise but it doesn't make it true.