Any "Latest & Greatest" about Delta?
08-07-2012, 10:04 AM
Gets Weekends Off
Joined APC: Feb 2008
Position: Urban chicken rancher.
Posts: 6,070
08-07-2012, 10:12 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
Peyton's first game will be the Bronco's opener.
Tebow's will be when Sanchez throws 3 picks in one game.
.... and it is Go VOLS...
Rocky Top Rocks!
08-07-2012, 10:18 AM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
Never mind, need to re-size image.
08-07-2012, 10:21 AM
Gets Weekends Off
Joined APC: Sep 2006
Position: Starboard Side, weekends & holidays.
Posts: 856
08-07-2012, 10:25 AM
Doing Nothing
Joined APC: Aug 2010
Posts: 1,316
I don't know if you non-JFK people have seen/heard this, but it is very amusing.
Click here <------------
Click here <------------
08-07-2012, 10:26 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
08-07-2012, 10:31 AM
Line Holder
Joined APC: Aug 2010
Position: A-320 Capt
Posts: 37
I don't know if you non-JFK people have seen/heard this, but it is very amusing.
Click here <------------
Click here <------------
[Do controllers ever read this forum? If so, that gives me one "Get Out of Jail FREE" card.]
08-07-2012, 10:44 AM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
This chart probably shows better and more easily the running argument Sailingfun and I have, which has turned ugly as of late.
Nothing I've seen suggests anything other than jobs and travel demand track hand in glove. While it is true that reducing capacity has driven up revenue ( just as it did a Northwest ), there is a back side of the power curve where capacity reductions both drive up costs and reduce demand ( just as it did at Northwest ). The same managers are following the same play book.
My question has been, and continues to be, where is the bottom?
Not that there are not signs of life. Bringing flying back to mainline is a great sign, as is the investment in our mainline fleet. I argue in favor of doing more. It appears to me our yields are slipping compared to competitors who do more of their own flying. The back side of the power curve is dangerous because the resulting yield disadvantage makes it even harder to sustain, or grow.
Revenues / Expenses / Profit / Yield (all measured by ASM - cents)
Alaska / 15.78 /15.09 / 0.68 / 12.89
- Domestic 16.36 / 15.52 / 0.84 / 13.05
- Latin 10.51 / 11.23 / (0.72) / 11.43
American / 15.91 / 16.17 / (0.27) / 15.21
- Domestic 15.54 16.24 (0.70) 14.91
- Atlantic 13.86 15.57 (1.70) 13.55
- Latin 18.63 16.29 2.34 17.71
- Pacific 13.58 16.30 (2.72) 12.04
Delta 17.95 17.13 0.82 14.70
- Domestic 22.08 19.81 2.27 15.34
- Atlantic 12.23 13.83 (1.59) 13.17
- Latin 12.80 14.19 (1.39) 13.89
- Pacific 14.85 14.27 0.57 14.93
Hawaiian 13.87 13.42 0.45 14.88
- Domestic 14.29 13.98 0.31 14.89
- Pacific 12.88 12.10 0.78 14.86
United 16.40 16.94 (0.54) 14.49
- Domestic 19.15 21.16 (2.01) 13.71
- Atlantic 12.44 12.72 (0.29) 14.69
- Latin 16.08 13.20 2.89 17.27
- Pacific 13.76 12.51 1.26 14.95
US Airways 18.82 18.51 0.32 14.60
- Domestic 19.64 19.10 0.54 14.95
- Atlantic 14.65 15.69 (1.05) 11.87
- Latin 19.06 18.30 0.76 15.35
Last edited by Bucking Bar; 08-07-2012 at 11:12 AM.
08-07-2012, 10:58 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
This chart probably shows better and more easily the running argument Sailingfun and I have, which has turned ugly as of late.
Nothing I've seen suggests anything other than jobs and travel demand track hand in glove. While it is true that reducing capacity has driven up revenue ( just as it did a Northwest ), there is a back side of the power curve where capacity reductions both drive up costs and reduce demand ( just as it did at Northwest ). The same managers are following the same play book.
My question has been, and continues to be, where is the bottom?
Not that there are not signs of life. Bringing flying back to mainline is a great sign, as is the investment in our mainline fleet. I argue in favor of doing more. A 10% margin is wonderful, but an 8% margin is good.
Let us not walk past a good margin by trying to squeeze a historically high margin. Capacity discipline is good, but I disagree fundamentally that capacity reductions are long term leverage.
At least over recent times our partner Air France / KLM proves my point. Despite the real mess Europe is in they have continues increasing Capacity AND Revenue according to their numbers released today.
Second. Isn't AF/KLM about tojettison somewhere around 5,000 peeps?
08-07-2012, 11:03 AM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
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