Any "Latest & Greatest" about Delta?
09-10-2009, 09:13 AM
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I think we may be looking at other derivatives, and if we can get them cheap, the ROI is much more favorable.
09-10-2009, 09:15 AM
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In the past, the union team has said, "Senior executives flatly refused our repeated proposals to operate 76-seat aircraft at the mainline with a competitive cost structure."
When our contract comes around for renewal and they ask for 100 seat flying, why can't we just say that WE flatly refuse to allow 100 seat flying at DCI. It's a two way street.
When our contract comes around for renewal and they ask for 100 seat flying, why can't we just say that WE flatly refuse to allow 100 seat flying at DCI. It's a two way street.
09-10-2009, 09:43 AM
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JG started to give details about the commuter policy but then stopped himself. Suspect this is in negotiations now. He did say current policy was to get anyone to work and went on to say schedulers had direction to PS folks (during IROP) and he got the vertical head nod from the GM CR&P.
09-10-2009, 09:45 AM
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09-10-2009, 10:17 AM
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Crew Resources and Planning
09-10-2009, 10:27 AM
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09-10-2009, 10:59 AM
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Interesting that people are focused on the 737-800. Isn't that a 140+ seater? If we're talking about a DC-9 replacement, you need a 319 or a 737-700, and really, that's only a -50 replacement. Since there are many more 319s/320s total than 737s, you'd think that's the way they'd go, and would keep in line with their philosophy of "2 or 3 manufacturers".
With that said, I think the 318 is a non-starter, but I have heard that it's being bounced around. With such a large Airbus fleet, the incremental cost of such bird MIGHT work, but I'm doubting it. Nothing good ever came from shrinking an airframe.
The problem with replacing the DC-9 is that you basically NEED a DC-9 to replace it. Something you can run 8-9 legs a day, day in and day out, every day for years on end. Just add fuel and it goes. Stone simple systems where anyone who can turn a wrench can fix. No APU or starter? Roll it down hill and let the clutch out. As much as I like the 717, it is a "gilded lilly". You don't need MD-11 EFIS/NAV systems in a 100 seater. A plain 6 pack panel, a GPS, a radar that works and a very simple EICAS to monitor in place of an annunciator panel. No voices, no electronic checklists, no autothrottles, no HUD, and no autoland will get you through %99 of your ops in any given year.
Of course, such an airplane would require experienced pilots to operate, and builders going for the export market have to build it to the lowest common demominator.
I'm no Airbus lover, but 2 seats up front is 2 seats, whether it's a Boeing, Airbus, Bombardier or heck, even Beechcraft.
Nu
09-10-2009, 11:27 AM
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Heyas ACL,
Interesting that people are focused on the 737-800. Isn't that a 140+ seater? If we're talking about a DC-9 replacement, you need a 319 or a 737-700, and really, that's only a -50 replacement. Since there are many more 319s/320s total than 737s, you'd think that's the way they'd go, and would keep in line with their philosophy of "2 or 3 manufacturers".
With that said, I think the 318 is a non-starter, but I have heard that it's being bounced around. With such a large Airbus fleet, the incremental cost of such bird MIGHT work, but I'm doubting it. Nothing good ever came from shrinking an airframe.
The problem with replacing the DC-9 is that you basically NEED a DC-9 to replace it. Something you can run 8-9 legs a day, day in and day out, every day for years on end. Just add fuel and it goes. Stone simple systems where anyone who can turn a wrench can fix. No APU or starter? Roll it down hill and let the clutch out. As much as I like the 717, it is a "gilded lilly". You don't need MD-11 EFIS/NAV systems in a 100 seater. A plain 6 pack panel, a GPS, a radar that works and a very simple EICAS to monitor in place of an annunciator panel. No voices, no electronic checklists, no autothrottles, no HUD, and no autoland will get you through %99 of your ops in any given year.
Of course, such an airplane would require experienced pilots to operate, and builders going for the export market have to build it to the lowest common demominator.
I'm no Airbus lover, but 2 seats up front is 2 seats, whether it's a Boeing, Airbus, Bombardier or heck, even Beechcraft.
Nu
Interesting that people are focused on the 737-800. Isn't that a 140+ seater? If we're talking about a DC-9 replacement, you need a 319 or a 737-700, and really, that's only a -50 replacement. Since there are many more 319s/320s total than 737s, you'd think that's the way they'd go, and would keep in line with their philosophy of "2 or 3 manufacturers".
With that said, I think the 318 is a non-starter, but I have heard that it's being bounced around. With such a large Airbus fleet, the incremental cost of such bird MIGHT work, but I'm doubting it. Nothing good ever came from shrinking an airframe.
The problem with replacing the DC-9 is that you basically NEED a DC-9 to replace it. Something you can run 8-9 legs a day, day in and day out, every day for years on end. Just add fuel and it goes. Stone simple systems where anyone who can turn a wrench can fix. No APU or starter? Roll it down hill and let the clutch out. As much as I like the 717, it is a "gilded lilly". You don't need MD-11 EFIS/NAV systems in a 100 seater. A plain 6 pack panel, a GPS, a radar that works and a very simple EICAS to monitor in place of an annunciator panel. No voices, no electronic checklists, no autothrottles, no HUD, and no autoland will get you through %99 of your ops in any given year.
Of course, such an airplane would require experienced pilots to operate, and builders going for the export market have to build it to the lowest common demominator.
I'm no Airbus lover, but 2 seats up front is 2 seats, whether it's a Boeing, Airbus, Bombardier or heck, even Beechcraft.
Nu
I hear ya - 2 seats at mainline is the most important thing. I do; however, think the days of non-RNAV-1, FMS aircraft are numbered and that all new orders will have full glass and FMS.
Now as far as used aircraft go - thats another story. Still waiting for these "mythical" Chinese MD-90s to start showing up. Like I said before, I saw that guy on TV who can always "find the internet" usually in front of bigfoot, or aliens or whatever, but in the most recent ad he is in front of a Chinese MD-90, not a good sign.
Scoop
09-10-2009, 11:27 AM
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09-10-2009, 11:54 AM
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Heyas ACL,
Interesting that people are focused on the 737-800. Isn't that a 140+ seater? If we're talking about a DC-9 replacement, you need a 319 or a 737-700, and really, that's only a -50 replacement. Since there are many more 319s/320s total than 737s, you'd think that's the way they'd go, and would keep in line with their philosophy of "2 or 3 manufacturers".
With that said, I think the 318 is a non-starter, but I have heard that it's being bounced around. With such a large Airbus fleet, the incremental cost of such bird MIGHT work, but I'm doubting it. Nothing good ever came from shrinking an airframe.
The problem with replacing the DC-9 is that you basically NEED a DC-9 to replace it. Something you can run 8-9 legs a day, day in and day out, every day for years on end. Just add fuel and it goes. Stone simple systems where anyone who can turn a wrench can fix. No APU or starter? Roll it down hill and let the clutch out. As much as I like the 717, it is a "gilded lilly". You don't need MD-11 EFIS/NAV systems in a 100 seater. A plain 6 pack panel, a GPS, a radar that works and a very simple EICAS to monitor in place of an annunciator panel. No voices, no electronic checklists, no autothrottles, no HUD, and no autoland will get you through %99 of your ops in any given year.
Of course, such an airplane would require experienced pilots to operate, and builders going for the export market have to build it to the lowest common demominator.
I'm no Airbus lover, but 2 seats up front is 2 seats, whether it's a Boeing, Airbus, Bombardier or heck, even Beechcraft.
Nu
Interesting that people are focused on the 737-800. Isn't that a 140+ seater? If we're talking about a DC-9 replacement, you need a 319 or a 737-700, and really, that's only a -50 replacement. Since there are many more 319s/320s total than 737s, you'd think that's the way they'd go, and would keep in line with their philosophy of "2 or 3 manufacturers".
With that said, I think the 318 is a non-starter, but I have heard that it's being bounced around. With such a large Airbus fleet, the incremental cost of such bird MIGHT work, but I'm doubting it. Nothing good ever came from shrinking an airframe.
The problem with replacing the DC-9 is that you basically NEED a DC-9 to replace it. Something you can run 8-9 legs a day, day in and day out, every day for years on end. Just add fuel and it goes. Stone simple systems where anyone who can turn a wrench can fix. No APU or starter? Roll it down hill and let the clutch out. As much as I like the 717, it is a "gilded lilly". You don't need MD-11 EFIS/NAV systems in a 100 seater. A plain 6 pack panel, a GPS, a radar that works and a very simple EICAS to monitor in place of an annunciator panel. No voices, no electronic checklists, no autothrottles, no HUD, and no autoland will get you through %99 of your ops in any given year.
Of course, such an airplane would require experienced pilots to operate, and builders going for the export market have to build it to the lowest common demominator.
I'm no Airbus lover, but 2 seats up front is 2 seats, whether it's a Boeing, Airbus, Bombardier or heck, even Beechcraft.
Nu
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