Any "Latest & Greatest" about Delta?
07-16-2013, 09:08 AM
Banned
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07-16-2013, 10:04 AM
Gets Weekends Off
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In my career, only on the T-38.
07-16-2013, 10:54 AM
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This article is an interesting analysis of how Delta stacks up against United and AA and current strategy. Kind of makes you hope we change change things up and start expanding with our own metal before opportunities are scooped up by the competition.
Delta Air to use its Chinese SkyTeam partners to grow, connecting over the main hubs | CAPA - Centre for Aviation
Three reasons why Delta will not fly directs - low yields, no suitable aircraft; but willing partners exist
Also a likely factor is equipment. United's explicit flagging of using the 787 is significant. The 787 is ideally suited to long and thin routes; United's 787 seats 219.
Northwest was to be the North American launch customer for the 787, but Delta postponed those orders. Without A350s on order, Delta is left without aircraft that can serve long and thin routes.
In absence of this new type of growth, Delta is looking to grow its presence via Beijing and Shanghai and connections on its SkyTeam partners China Eastern and China Southern, which are the two largest domestic carriers in China (Air China is third).
Given the improvements Delta has made in Asia Pacific and merger partner Northwest's historical presence in the region, it is disappointing not to see Delta grow in new growth markets like secondary Chinese cities.
But with the growth to come out of China, both from natural demand and from increasingly relaxed visa formalities that allow easier access, there are many more chapters to be written about Delta's presence in China.
Among its relatively small order book, Delta primarily has narrowbody aircraft on order, aside from 18 787s not due to commence delivery until 2020. Delta is beginning to realise its widebody shortage and long-haul opportunities, and the carrier is expected to shortly place an order for a small – likely under 20 – number of widebodies for delivery in the short-term.
In 2014/2015 a second and larger order is expected to cover deliveries for after 2017, when Delta's 747-400s will be approaching 30 years of service.
Delta has a platform for growth – but the scene is shifting and Delta, appears not to be.
Delta is able to extract a rent from its singular dominance domestically and, having been through a lengthy process of developing North Atlantic alliance relationships, eventually succeeding in gaining an anti-trust immunised partnership with them, it is natural to want to extract maximum value from it.
That is a sensibly comfortable - albeit hardly innovative - strategy for the present, but it can hardly be a road map for the future. Those roads are mostly attractive in the rear view mirror. Today they are low growth, at a time when opportunities are fast developing in other areas.
No doubt there are growth opportunities today in many areas that Delta - and others - are missing. As Asia continues to grow and complex visa and other border restrictions are relaxed – China is experiencing strong growth, Taiwan is on visa waiver and Hong Kong may be soon – that demand can be realised.
Establishing a presence in new environments is not an overnight event. And, even more importantly, where management and board room discussions focus on domestic and European markets, it takes time to refocus the strategic attention and understanding necessary to enable sound decision making. Only 16% of Delta's capacity is currently allocated to international operations and, of that, only 18% shows in north Asia - even with the platform established by Northwest Airlines historical routes.
Delta Air to use its Chinese SkyTeam partners to grow, connecting over the main hubs | CAPA - Centre for Aviation
Three reasons why Delta will not fly directs - low yields, no suitable aircraft; but willing partners exist
Also a likely factor is equipment. United's explicit flagging of using the 787 is significant. The 787 is ideally suited to long and thin routes; United's 787 seats 219.
Northwest was to be the North American launch customer for the 787, but Delta postponed those orders. Without A350s on order, Delta is left without aircraft that can serve long and thin routes.
In absence of this new type of growth, Delta is looking to grow its presence via Beijing and Shanghai and connections on its SkyTeam partners China Eastern and China Southern, which are the two largest domestic carriers in China (Air China is third).
Given the improvements Delta has made in Asia Pacific and merger partner Northwest's historical presence in the region, it is disappointing not to see Delta grow in new growth markets like secondary Chinese cities.
But with the growth to come out of China, both from natural demand and from increasingly relaxed visa formalities that allow easier access, there are many more chapters to be written about Delta's presence in China.
Among its relatively small order book, Delta primarily has narrowbody aircraft on order, aside from 18 787s not due to commence delivery until 2020. Delta is beginning to realise its widebody shortage and long-haul opportunities, and the carrier is expected to shortly place an order for a small – likely under 20 – number of widebodies for delivery in the short-term.
In 2014/2015 a second and larger order is expected to cover deliveries for after 2017, when Delta's 747-400s will be approaching 30 years of service.
Delta has a platform for growth – but the scene is shifting and Delta, appears not to be.
Delta is able to extract a rent from its singular dominance domestically and, having been through a lengthy process of developing North Atlantic alliance relationships, eventually succeeding in gaining an anti-trust immunised partnership with them, it is natural to want to extract maximum value from it.
That is a sensibly comfortable - albeit hardly innovative - strategy for the present, but it can hardly be a road map for the future. Those roads are mostly attractive in the rear view mirror. Today they are low growth, at a time when opportunities are fast developing in other areas.
No doubt there are growth opportunities today in many areas that Delta - and others - are missing. As Asia continues to grow and complex visa and other border restrictions are relaxed – China is experiencing strong growth, Taiwan is on visa waiver and Hong Kong may be soon – that demand can be realised.
Establishing a presence in new environments is not an overnight event. And, even more importantly, where management and board room discussions focus on domestic and European markets, it takes time to refocus the strategic attention and understanding necessary to enable sound decision making. Only 16% of Delta's capacity is currently allocated to international operations and, of that, only 18% shows in north Asia - even with the platform established by Northwest Airlines historical routes.
07-16-2013, 11:04 AM
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Posts: 12,544
This article is an interesting analysis of how Delta stacks up against United and AA. Kind of makes you hope we change our strategy a little bit and start expanding with our own metal before opportunities are scooped up by the competition.
Delta Air to use its Chinese SkyTeam partners to grow, connecting over the main hubs | CAPA - Centre for Aviation
Three reasons why Delta will not fly directs - low yields, no suitable aircraft; but willing partners exist
Also a likely factor is equipment. United's explicit flagging of using the 787 is significant. The 787 is ideally suited to long and thin routes; United's 787 seats 219.
Northwest was to be the North American launch customer for the 787, but Delta postponed those orders. Without A350s on order, Delta is left without aircraft that can serve long and thin routes.
In absence of this new type of growth, Delta is looking to grow its presence via Beijing and Shanghai and connections on its SkyTeam partners China Eastern and China Southern, which are the two largest domestic carriers in China (Air China is third).
Given the improvements Delta has made in Asia Pacific and merger partner Northwest's historical presence in the region, it is disappointing not to see Delta grow in new growth markets like secondary Chinese cities.
But with the growth to come out of China, both from natural demand and from increasingly relaxed visa formalities that allow easier access, there are many more chapters to be written about Delta's presence in China.
Among its relatively small order book, Delta primarily has narrowbody aircraft on order, aside from 18 787s not due to commence delivery until 2020. Delta is beginning to realise its widebody shortage and long-haul opportunities, and the carrier is expected to shortly place an order for a small – likely under 20 – number of widebodies for delivery in the short-term.
In 2014/2015 a second and larger order is expected to cover deliveries for after 2017, when Delta's 747-400s will be approaching 30 years of service.
Delta has a platform for growth – but the scene is shifting and Delta, appears not to be.
Delta is able to extract a rent from its singular dominance domestically and, having been through a lengthy process of developing North Atlantic alliance relationships, eventually succeeding in gaining an anti-trust immunised partnership with them, it is natural to want to extract maximum value from it.
That is a sensibly comfortable - albeit hardly innovative - strategy for the present, but it can hardly be a road map for the future. Those roads are mostly attractive in the rear view mirror. Today they are low growth, at a time when opportunities are fast developing in other areas.
No doubt there are growth opportunities today in many areas that Delta - and others - are missing. As Asia continues to grow and complex visa and other border restrictions are relaxed – China is experiencing strong growth, Taiwan is on visa waiver and Hong Kong may be soon – that demand can be realised.
Establishing a presence in new environments is not an overnight event. And, even more importantly, where management and board room discussions focus on domestic and European markets, it takes time to refocus the strategic attention and understanding necessary to enable sound decision making. Only 16% of Delta's capacity is currently allocated to international operations and, of that, only 18% shows in north Asia - even with the platform established by Northwest Airlines historical routes.
Delta Air to use its Chinese SkyTeam partners to grow, connecting over the main hubs | CAPA - Centre for Aviation
Three reasons why Delta will not fly directs - low yields, no suitable aircraft; but willing partners exist
Also a likely factor is equipment. United's explicit flagging of using the 787 is significant. The 787 is ideally suited to long and thin routes; United's 787 seats 219.
Northwest was to be the North American launch customer for the 787, but Delta postponed those orders. Without A350s on order, Delta is left without aircraft that can serve long and thin routes.
In absence of this new type of growth, Delta is looking to grow its presence via Beijing and Shanghai and connections on its SkyTeam partners China Eastern and China Southern, which are the two largest domestic carriers in China (Air China is third).
Given the improvements Delta has made in Asia Pacific and merger partner Northwest's historical presence in the region, it is disappointing not to see Delta grow in new growth markets like secondary Chinese cities.
But with the growth to come out of China, both from natural demand and from increasingly relaxed visa formalities that allow easier access, there are many more chapters to be written about Delta's presence in China.
Among its relatively small order book, Delta primarily has narrowbody aircraft on order, aside from 18 787s not due to commence delivery until 2020. Delta is beginning to realise its widebody shortage and long-haul opportunities, and the carrier is expected to shortly place an order for a small – likely under 20 – number of widebodies for delivery in the short-term.
In 2014/2015 a second and larger order is expected to cover deliveries for after 2017, when Delta's 747-400s will be approaching 30 years of service.
Delta has a platform for growth – but the scene is shifting and Delta, appears not to be.
Delta is able to extract a rent from its singular dominance domestically and, having been through a lengthy process of developing North Atlantic alliance relationships, eventually succeeding in gaining an anti-trust immunised partnership with them, it is natural to want to extract maximum value from it.
That is a sensibly comfortable - albeit hardly innovative - strategy for the present, but it can hardly be a road map for the future. Those roads are mostly attractive in the rear view mirror. Today they are low growth, at a time when opportunities are fast developing in other areas.
No doubt there are growth opportunities today in many areas that Delta - and others - are missing. As Asia continues to grow and complex visa and other border restrictions are relaxed – China is experiencing strong growth, Taiwan is on visa waiver and Hong Kong may be soon – that demand can be realised.
Establishing a presence in new environments is not an overnight event. And, even more importantly, where management and board room discussions focus on domestic and European markets, it takes time to refocus the strategic attention and understanding necessary to enable sound decision making. Only 16% of Delta's capacity is currently allocated to international operations and, of that, only 18% shows in north Asia - even with the platform established by Northwest Airlines historical routes.
07-16-2013, 11:08 AM
Gets Weekends Off
Joined APC: Jun 2007
Posts: 1,357
The furniture is all gone and the house is starting to get cold. So what do we do now? I guess we could buy some time by burning the hardwood floors. Everyone talks about what a genius RA is because of his latest string of quarterly and YoY numbers, but if we get caught flat footed by relatively disorganized and merger tangled competitors just because we wanted to stroke off the investment community for just oneeeeeeee more earnings report, that will go down in history as yet another classic billion dollar managament blunder as we look up to watch the winds of corporate myopia fill the cells of more parachutes of gold.
United Airlines aims to open secondary Chinese cities with the 787 | CAPA - Centre for Aviation
European and Middle Eastern carriers are slowly opening services to China's secondary cities that may be overshadowed by Beijing and Shanghai but still boast of populations well into the millions. Now United Airlines looks set to be the first North American carrier to introduce non-stop service to secondary cities, with CEO Jeff Smisek telling local media that its Boeing 787s will open cities like Chengdu, Chongqing, Xi'an and Wuhan.
Such services will bring the China-North America market to a new stage of development, critical since from the Chinese perspective it is expected to be the healthiest and most stable long-haul market. Yet the balance for the long-term will be weighted towards US carriers, which not only will have a larger domestic market than China for at least a decade, but also have regional traffic around Latin America to feed to long-haul routes, whereas Chinese carriers' regional traffic around Asia is more hotly contested.
North American carriers still confined to Beijing and Shanghai. Air Canada, American Airlines, Delta and United serve mainland China, but only to Beijing and Shanghai. Delta had planned a Tokyo Narita-Guangzhou service but this has been repeatedly postponed.
European carriers have been more ambitious in opening secondary Chinese services, with Air France, Finnair, KLM and Lufthansa all operating to points other than Beijing and Shanghai. Noticeably absent is British Airways, but it has now placed secondary cities on its agenda
Last edited by Jack Bauer; 07-16-2013 at 11:18 AM.
07-16-2013, 11:12 AM
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Joined APC: Jan 2008
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Posts: 1,890
Can't find it now, but there was an article posted not long ago with a contrarian view about the economics of ultra long thin routes. Bottom line, the article claimed that the yields just aren't there to support it, and that airlines would run back to hub stategies eventually. Maybe we are on the right path. Sucks not having a bunch of wide body growth, but maybe it's the right move.
07-16-2013, 11:16 AM
Straight QOL, homie
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07-16-2013, 11:58 AM
Da Hudge
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30 out of 77 pilots on atl320b are on rsv in August. What the heck??
07-16-2013, 12:03 PM
The Brown Dot +1
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The furniture is all gone and the house is starting to get cold. So what do we do now? I guess we could buy some time by burning the hardwood floors. Everyone talks about what a genius RA is because of his latest string of quarterly and YoY numbers, but if we get caught flat footed by relatively disorganized and merger tangled competitors just because we wanted to stroke off the investment community for just oneeeeeeee more earnings report, that will go down in history as yet another classic billion dollar managament blunder as we look up to watch the winds of corporate myopia fill the cells of more parachutes of gold.
It will separate us dramatically from the transportation sector...gifrikkingantic win.
If we stay mired in the trans sector, we are just another airline and what gloopy says is arguably correct.
07-16-2013, 12:09 PM
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