FangsF15

So what do you think will replace the 763’s doing TATL and deep South America?

fishforfun

Considering the retirement of our 76 fleet is about 6 years away we are going to have to order a lot of WB, and soon. JB is doing it with 321s. I don’t think we would do that but when you look at delta net and see FRA is done once a day by us and 4 other flights on foreign carriers I could see a lot more of that. What does a 763 hold? 210? 1 339 for every 2-3 763 or 1 359 for every 3-4 and sprinkle in an additional AF, KLM etc and we aren’t a lot better off. Not seeing any orders that indicate we are going to be doing much more than we are today. Add in our older 333 will be going not far behind the 763s. Net gain will be minimal at best.

FangsF15

That's an impossibly pessimistic view. Not sure how you are extrapolating one FRA route in order to get there? Global scope will not let your 'sprinkle' happen.

The company has been on record that their 'rebuild' focus will shift from domestic to international. Obviously, I'll believe it when I see it, but there really can be no way to even maintain the status quo but to replace 763's with 339's and/or 359's. There are something like 46 firm WB orders with at least 20 options. Those will be both 763 replacements, as well as growth. I just don't see that as anything but good, and more specifically, more WB pay-banded jobs.

So to get this back on track, to the New Hire's coming to this thread - WB won't be available in NH drops again, probably ever. We have returned to 'historical' seniority levels to hold WB B, which is somewehre in the low 70's% in the overall seniority list. How long will it take you to rise to 70% in the company? That's really hard to predict, but those who are getting awards at 70% today were hired immediately after the post-Covid hiring wave started 6000+ pilots ago, so you can't take thier "time on property" as any kind of guide. BUT, as the 43+ WB's get delivered over the next 5+ years, that 'time to hold' will probably get worse, peak, and then start to drop again.

captkdobbs

So how about that New Hire Class Drop?

Seriously, the AE that was just opened has 'unbid' 320/73N slots across the system that may be available for future classes and NHs moving around the system. Crew Planning is doing a good job of allowing first-year moves so don't be too stressed about getting 'stuck' somewhere for an extended time on junior airframes.

Gone Flying

according to SF and others who were around when contract 2000 was negotiated, the 757, 767-200, 767-300 and 767-300ER all used to pay different rates. As part of that contract’s negotiations, all those aircraft were brought up to the 763ER rate.

also while our contract has matured and we have pushed the WB pay higher, it was not always that big of a difference between the 763 and other WBs. When we got the 777s, those planes paid significantly more than other WBs in the fleet. The L1011s pay was about halfway between the 763 and 777, (which is the rate our current WB band is based off of)


I was on the ER when we negotiated this last contract, and as nice as it would have been to get banded up to the WB rates, I understand why we didn’t and don’t think it’s worth going down that road unless boeing starts making new passenger 767s again.

170Till5

767-300 is 230 something and 330-900 Neo is 280 something. Article showing JFK to ACC is will add 30% capacity, over 1000 seats per week by the switch. I think the 330 and 350 is the obvious replacement to the 767.. a very slow replacement, not a 1 for 1 replacement.

https://simpleflying.com/delta-air-l...leet-upgrades/

LoSpeedHiDrag

Why don't we buy the 777x? Seems like it checks all the boxes we are trying to do for international? (If this question is dumb, well, so am I).

Vsop

there are a few issues with Delta buying the 777x.

It’s much larger than the aircraft it would replace. This size would mean we would/could only operate a small fleet probably less than 20. For that small fleet we would need MX training, pilot training, parts…….

Comparing that situation to adding the larger 350-1000, which is roughly 777-8 in size, Delta keeps commonality. This spreads out the cost of operating a smaller fleet of planes.

PilotBases

That was the issue with the 777. Fleet of 18, roughly half ER and half LR, very different engines, neither of which could be done in house. The a330neo and a350 Trent's can all be done by tech ops. Major cost savings.

kangs

What’s the new drop?