Common Questions about Scope

SCOPE
VIOLATIONS

What is causing the ongoing scope violations?

Simply, Delta is scheduling fewer monthly block hours compared to established measurement periods within the 12 months prior to the start of the JV. When Delta enters into a JV without negotiated scope protections with its pilots specific to that JV, default scope protections are triggered within the PWA that, among other protections, establish certain minimum block hour floors.

 

Aren’t these violations just minor technical violations?

No! For example, the ongoing violations in the Pacific with the Korean JV represent thousands of block hours that Delta fell short of the PWA requirements.

 

Isn’t the Scope section of the PWA outdated?

No. Delta is making marketing and network decisions without understanding the implications those routes and frequencies will have on the PWA Section 1. (The PWA is a legally binding contract.) The ongoing violations are just as impermissible as if the company were ignoring Section 3 (Pay) of the PWA.

 

DELTA
PREMIUM
WIDE BODY

 

What was the purpose of the Premium Widebody Fleet comparison?

Since the Negotiator’s notepad came out last summer ALPA has been taking opportunities to point out areas where our contract leads the industry but also lags.
Our pay rates distributed across many different fleet types are one area where we feel the industry is ahead of us.

 

What is a premium widebody?

A Premium Wide Body is the A380, A350, A340, 747, 787 and 777 aircraft. Simply put, a Premium Wide Body is a term to categorize the highest paying aircraft at Delta on our pay tables.  

 

Why aren’t other widebody aircraft counted as premium widebodies in the comparison?

Only the 777 and the A350 pay top rates at Delta, which is why other fleet types are excluded from the comparison.

 

Doesn’t the A330 at American pay top rates?

Yes.  Additionally, American and United have three times more premium widebodies than Delta and these carriers also pay the A330 and 767-400 at the same rate as the 777 and A350. If all fleets at top pay were included in the fleet count, American and United would have over four times more premium widebodies than Delta.

 

Don’t Delta pilots benefit from having two captains when there is a four-pilot crew?

Four-pilot operations require additional Delta captain staffing. However, with fleet sizes at United and American being three to four times that of Delta, there are more captains and first officers at these carriers earning top pay.

 

Why are we comparing premium widebodies to our JV Partners?

Compared to the large number of premium wide bodies at our JV partners, Delta has very few.

Our premium wide bodies have seen a reduction from the previously planned 25 A350 to a fleet of 15 in the next few years. Delta parked 16 747 so that actually makes for a net reduction of hulls at the top of the scale.

 

Why are we comparing premium widebodies to United & American?

Compared to United and American, Delta falls short on top-paying widebody jobs. The top of their pay pyramid is simply much broader with more pilots at that top rate compared with Delta.

Not only are their premium wide body fleets three to four times that of Delta, but United and American also fly a larger share of the premium wide bodies with respect to their JV partners.

 

As Delta takes delivery of 35 A330-900s that are on order, won’t our widebody fleet grow?

Four-pilot operations require additional Delta captain staffing. However, with fleet sizes at United and American being three to four times that of Delta, there are more captains and first officers at these carriers earning top pay.