Any "Latest & Greatest" about Delta?
08-30-2009, 11:51 AM
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OGG-SEA and LAX-KOA are seasonal routes. They are not canceled.
SEA-ATL shows 7 flights a day in Sep after the pulldown. I think last winter we only had 5 flights a day in that market.
SEA-ATL shows 7 flights a day in Sep after the pulldown. I think last winter we only had 5 flights a day in that market.
Last edited by sailingfun; 08-30-2009 at 12:09 PM.
08-30-2009, 11:55 AM
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While this is all going on Alaska is furloughing and Delta isn't. Go figure.
08-30-2009, 11:56 AM
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We have shifted flying out of the 757/767 domestic to smaller domestic aircraft. There has not been a increase in flying. There has been a decrease in domestic ASM's. Delta can increase domestic flying at any time since the 757 fleet is way underutilized. They could increase block hours and add what amounts to 35 757 airframes to the domestic fleet.
08-30-2009, 11:58 AM
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Heyas,
While I've had my differences with Bar before, he is right on the money this time.
It's painfully obvious what the "100 seat plan" that management and "our" MEC has in store for us. Not only that, but if the AS codeshare is any indication, it's a warm up for what the 125 and 148 seat plan is as well.
It's all part of the "outsource everything below the 757" plan that some on the MEC has embraced. What these wannabe "Clipper Skippers" forget is that this plan didn't work for pre-Republic NWA or Pan Am or any of the other outfits that have tried to be an "international, widebody only" airline.
Every seat, every pound, every aircraft and every pilot that you forgo on your list because "we can't make that flying pay" is power that you've lost at the negotiating table, and more power you've given to management. It makes it that much easier for them to marginalize AND replace you WHEN the time for them do so comes.
Nu
While I've had my differences with Bar before, he is right on the money this time.
It's painfully obvious what the "100 seat plan" that management and "our" MEC has in store for us. Not only that, but if the AS codeshare is any indication, it's a warm up for what the 125 and 148 seat plan is as well.
It's all part of the "outsource everything below the 757" plan that some on the MEC has embraced. What these wannabe "Clipper Skippers" forget is that this plan didn't work for pre-Republic NWA or Pan Am or any of the other outfits that have tried to be an "international, widebody only" airline.
Every seat, every pound, every aircraft and every pilot that you forgo on your list because "we can't make that flying pay" is power that you've lost at the negotiating table, and more power you've given to management. It makes it that much easier for them to marginalize AND replace you WHEN the time for them do so comes.
Nu
08-30-2009, 11:59 AM
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Position: Legacy FO
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Does anyone have any insider knowledge about our fall bookings? You can PM me if you don't want to post it to the public.
Thanks.
Thanks.
08-30-2009, 12:01 PM
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Posts: 19,596
Those numbers are not the relevant numbers. A carrier like Delta has a lot of core costs that are reflected in those numbers. For instance, we have to maintain the costs of a large international sales force that a carrier like Southwest doesn't have.
One relevant number is the incremental additional costs that are incurred when each carrier adds one more flight. In this area, Delta is more than competitive with Southwest.
The real relevant number is the incremental additional net revenue that adding one flight gives you. That is revenue added minus the cost incurred. Our overall RASM is higher than Southwest's, but that doesn't mean it would be so on each segment.
I do know that in Salt Lake, a market where we compete strongly with Southwest, we are doing better than they are. Certainly Delta management does not seem scared by Southwest today. They are a strong carrier and well run, but they are no longer able to walk into any market and push people around any more. They have to compete like the rest of us mere mortals.
One relevant number is the incremental additional costs that are incurred when each carrier adds one more flight. In this area, Delta is more than competitive with Southwest.
The real relevant number is the incremental additional net revenue that adding one flight gives you. That is revenue added minus the cost incurred. Our overall RASM is higher than Southwest's, but that doesn't mean it would be so on each segment.
I do know that in Salt Lake, a market where we compete strongly with Southwest, we are doing better than they are. Certainly Delta management does not seem scared by Southwest today. They are a strong carrier and well run, but they are no longer able to walk into any market and push people around any more. They have to compete like the rest of us mere mortals.
The numbers are very relevent. They get even worse when adjusted for stage length. If we put a 737-700 on the same route SW flies a 700 on we can't get within 25% of their cost using direct costs for each airline. A 5% advantage in the business world is huge, 25% is beyond huge.
08-30-2009, 12:08 PM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,596
Heyas,
While I've had my differences with Bar before, he is right on the money this time.
It's painfully obvious what the "100 seat plan" that management and "our" MEC has in store for us. Not only that, but if the AS codeshare is any indication, it's a warm up for what the 125 and 148 seat plan is as well.
It's all part of the "outsource everything below the 757" plan that some on the MEC has embraced. What these wannabe "Clipper Skippers" forget is that this plan didn't work for pre-Republic NWA or Pan Am or any of the other outfits that have tried to be an "international, widebody only" airline.
Every seat, every pound, every aircraft and every pilot that you forgo on your list because "we can't make that flying pay" is power that you've lost at the negotiating table, and more power you've given to management. It makes it that much easier for them to marginalize AND replace you WHEN the time for them do so comes.
Nu
While I've had my differences with Bar before, he is right on the money this time.
It's painfully obvious what the "100 seat plan" that management and "our" MEC has in store for us. Not only that, but if the AS codeshare is any indication, it's a warm up for what the 125 and 148 seat plan is as well.
It's all part of the "outsource everything below the 757" plan that some on the MEC has embraced. What these wannabe "Clipper Skippers" forget is that this plan didn't work for pre-Republic NWA or Pan Am or any of the other outfits that have tried to be an "international, widebody only" airline.
Every seat, every pound, every aircraft and every pilot that you forgo on your list because "we can't make that flying pay" is power that you've lost at the negotiating table, and more power you've given to management. It makes it that much easier for them to marginalize AND replace you WHEN the time for them do so comes.
Nu
08-30-2009, 12:19 PM
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Posts: 1,619
The numbers are very relevent. They get even worse when adjusted for stage length. If we put a 737-700 on the same route SW flies a 700 on we can't get within 25% of their cost using direct costs for each airline. A 5% advantage in the business world is huge, 25% is beyond huge.
That is why system RASM doesn't count either. We make a lot of money on the Lagos flight but you can't apply that RASM towards evaluating a LGA to FLL flight. Each market and each individual variable cost are the only relevant data. At least in my mind.
08-30-2009, 12:22 PM
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08-30-2009, 12:34 PM
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If Moak endorsed such a thing, why don't we have 200 79 seat jets and no restrictions on the rest of DCI. That's what management wanted in 1113.
Every individual that posts tripe like this makes management's day.
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