Any "Latest & Greatest" about Delta?
02-11-2015, 08:09 AM
Gets Weekends Off
Joined APC: Dec 2009
Position: Stay THIRSTY, my friends!
Posts: 1,898
At one point, Delta considered building L1011's themselves, so a little speed tape and those ought to be good to go. Good news, especially for those wanting a west coast operation.
Also some rumblings about Boeing re-opening the 757 line. Don't know how that would be possible, I thought the tooling was destroyed. But nice rumor!!
02-11-2015, 08:19 AM
The Brown Dot +1
Joined APC: Jun 2009
Position: 777B
Posts: 7,775
To the letter? Really?
02-11-2015, 08:21 AM
On Reserve
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Posts: 1,886
Boeing Weighs Options to Reprise Aging 757s
Aerospace Giant Is Losing Share in the Market for Next-Generation, Single-Aisle Jets to Europe’s Airbus
By JON OSTROWER and ROBERT WALL
Feb. 10, 2015 7:26 p.m. ET
Boeing Co. ’s next new jetliner could be a version of an old one it stopped making a decade ago.
Facing the slow-but-steady erosion of its market-share dominance, Boeing is weighing whether to replace the 757, a mid-sized jet the aerospace giant delivered from 1982 to 2005. While less famous than some Boeing models, the 757 developed a reputation as a versatile workhorse, capable of flying both shorter and longer routes with two high-powered engines that enabled it to take off from shorter runways in dense cities or in the thin air of high-altitude airports. But the 757s still flying are getting old, and Boeing doesn’t have a direct replacement.
That presents a dilemma for Boeing. It recently has been winning the battle for new jet deliveries and besting its arch rival, Airbus Group NV on the large airliners, but losing share in the market for next-generation single-aisle jets to the European company, whose order tally for such planes exceeds Boeing’s by around 1,000 jets.
Recently, Boeing’s slide has extended in the market for larger single-aisle aircraft that are more lucrative to sell. Last month, Airbus announced its first customer commitment for a modified version of its biggest single-aisle jet, to be delivered in 2019 and dubbed the A321LR. The plane is designed to roughly match the 757, while cutting fuel costs by up to 30%. The A321LR risks further chipping away at Boeing’s share.
Boeing says it isn’t concerned by Airbus’s move. Another new plane already in the works—an updated version of Boeing’s largest single-aisle 737 that it’s scheduled to deliver in 2018—will serve 95% of the flights now served by the 757, said Randy Tinseth, Boeing’s vice president of commercial jet marketing.
Still, Boeing has begun quietly polling around 30 potential customers to study its options for a jet that is larger and flies farther than its biggest 737, said Boeing’s chief jetliner salesman, John Wojick. Last year, Mr. Wojick signaled Boeing was weighing a fresh design or adding new wings and engines to its single-aisle jets or shrinking the body of its 787 Dreamliner to fill the niche.
Boeing’s options also include designing a new large single-aisle or small twin-aisle jet, or even doing a major revamp of an existing smaller widebody, the 767, according to two people familiar with its studies.
An all-new jet could cost upwards of $15 billion to develop, based on recent Airbus and Boeing projects—an enormous investment to match what is an incremental move by Airbus.
So some industry executives think a revival of the 757 with new engines—which Boeing also is considering, according one of the people familiar with the studies—may end up being the most realistic option.
Steven Udvar-Házy, chief executive of Air Lease Corp., the first customer to commit to buy the Airbus A321LR, has long urged Boeing to design an all-new jet to compete in what he calls a promising market. Mr. Udvar-Házy still wants his all-new jet, but given that Boeing now is juggling the development of eight other jetliner models, bringing back the 757 with new engines is “the one [option] that could actually make the suit fit the body with the least amount of pain.”
With one aisle and capacity of 180 to 239 seats, the 757 occupied a niche between the two main pillars the modern jet market: short-haul, single-aisle aircraft and long-range jets with two aisles. About 470 of the jets remain in service at airlines including United Continental Holdings Inc. and Delta Air Lines Inc. and package haulers like United Parcel Service Inc.
The new 737 version due in 2018 lags the performance of the 757 or Airbus plane in key areas. Its advertised range of 3,595 nautical miles, for example, is 505 miles shorter than the A321LR’s. And its low-to-the-ground landing gear and lower-thrust engines mean it can’t use shorter runways, say analysts.
Reviving the 757 with new engines “could make sense” for Boeing, Aengus Kelly, CEO of AerCap Holdings NV, the world’s largest independent lessor and a major 757 owner, said in an interview. He said his company likely will switch some orders it already has placed for Airbus single-aisle jets to the recently announced A321LR model.
No airline has committed to buying the A321LR, which Airbus claims can fly 4,000 nautical miles carrying 206 passengers, but 757 operator American Airlines Group Inc. has expressed interest. Airbus estimates it can win around 1,000 orders for the plane, half to replace remaining 757s. Airbus chief operating officer for customers, John Leahy, said new markets may emerge for the jet, such as connecting the U.S. with Latin America or around Asia.
Boeing’s Mr. Tinseth called the Airbus assessment “laughable.” He says there are only 50 to 60 757s flying routes that need the addition range found in the A321LR.
Boeing is still struggling with the high costs of manufacturing its last all new jet, the Dreamliner.
CEO Jim McNerney last year said Boeing had no appetite for massive projects, and airlines, focused on paying low prices, “will not let you pursue moonshots.”
Some past and present Boeing officials say it would be less expensive to adapt the 757 with a modern cockpit and interior and the newest generation of fuel-saving winglets. However, Boeing, as part of its current studies, has considered a 757 revival twice before, remains uncertain about the size of the market, one added.
Boeing bested Airbus in deliveries for the third year running in 2014, but Airbus has delivered more single-aisle jets than Boeing since 2002. Airbus now claims 43% of single-aisle jets in service world-wide at the end of 2014 that were made by it or Boeing, versus 22% in 2002, according to Ascend aviation consultancy. Airbus also leads in orders for the biggest next-generation single-aisle jets by three to one. Plane makers prefer those larger models because the higher prices they can charge typically well exceed additional manufacturing costs.
The most critical and challenging element of reviving the 757 would be a new engine to slash fuel consumption and maintenance costs. Mr. Udvar-Házy said the Pratt & Whitney unit of United Technologies Corp. is eager to win a spot on Boeing’s 757 successor to win back market share ceded to General Electric Co. and Rolls-Royce Holdings PLC. All three are supplying conceptual designs for Boeing’s studies.
A Pratt spokesman said it is constantly working with all manufacturers, but its focus is on completing development of engines for its existing programs.
Boeing is trying avoid having its hand forced again. When longtime customer American Airlines in 2011 bought the A320neo, an upgraded version of Airbus’s single-aisle jet, the U.S. plane maker abandoned plans for an all-new design. It instead rushed to market the upgraded version of the 737 due in 2017 with new engines, mirroring Airbus.
Aerospace Giant Is Losing Share in the Market for Next-Generation, Single-Aisle Jets to Europe’s Airbus
By JON OSTROWER and ROBERT WALL
Feb. 10, 2015 7:26 p.m. ET
Boeing Co. ’s next new jetliner could be a version of an old one it stopped making a decade ago.
Facing the slow-but-steady erosion of its market-share dominance, Boeing is weighing whether to replace the 757, a mid-sized jet the aerospace giant delivered from 1982 to 2005. While less famous than some Boeing models, the 757 developed a reputation as a versatile workhorse, capable of flying both shorter and longer routes with two high-powered engines that enabled it to take off from shorter runways in dense cities or in the thin air of high-altitude airports. But the 757s still flying are getting old, and Boeing doesn’t have a direct replacement.
That presents a dilemma for Boeing. It recently has been winning the battle for new jet deliveries and besting its arch rival, Airbus Group NV on the large airliners, but losing share in the market for next-generation single-aisle jets to the European company, whose order tally for such planes exceeds Boeing’s by around 1,000 jets.
Recently, Boeing’s slide has extended in the market for larger single-aisle aircraft that are more lucrative to sell. Last month, Airbus announced its first customer commitment for a modified version of its biggest single-aisle jet, to be delivered in 2019 and dubbed the A321LR. The plane is designed to roughly match the 757, while cutting fuel costs by up to 30%. The A321LR risks further chipping away at Boeing’s share.
Boeing says it isn’t concerned by Airbus’s move. Another new plane already in the works—an updated version of Boeing’s largest single-aisle 737 that it’s scheduled to deliver in 2018—will serve 95% of the flights now served by the 757, said Randy Tinseth, Boeing’s vice president of commercial jet marketing.
Still, Boeing has begun quietly polling around 30 potential customers to study its options for a jet that is larger and flies farther than its biggest 737, said Boeing’s chief jetliner salesman, John Wojick. Last year, Mr. Wojick signaled Boeing was weighing a fresh design or adding new wings and engines to its single-aisle jets or shrinking the body of its 787 Dreamliner to fill the niche.
Boeing’s options also include designing a new large single-aisle or small twin-aisle jet, or even doing a major revamp of an existing smaller widebody, the 767, according to two people familiar with its studies.
An all-new jet could cost upwards of $15 billion to develop, based on recent Airbus and Boeing projects—an enormous investment to match what is an incremental move by Airbus.
So some industry executives think a revival of the 757 with new engines—which Boeing also is considering, according one of the people familiar with the studies—may end up being the most realistic option.
Steven Udvar-Házy, chief executive of Air Lease Corp., the first customer to commit to buy the Airbus A321LR, has long urged Boeing to design an all-new jet to compete in what he calls a promising market. Mr. Udvar-Házy still wants his all-new jet, but given that Boeing now is juggling the development of eight other jetliner models, bringing back the 757 with new engines is “the one [option] that could actually make the suit fit the body with the least amount of pain.”
With one aisle and capacity of 180 to 239 seats, the 757 occupied a niche between the two main pillars the modern jet market: short-haul, single-aisle aircraft and long-range jets with two aisles. About 470 of the jets remain in service at airlines including United Continental Holdings Inc. and Delta Air Lines Inc. and package haulers like United Parcel Service Inc.
The new 737 version due in 2018 lags the performance of the 757 or Airbus plane in key areas. Its advertised range of 3,595 nautical miles, for example, is 505 miles shorter than the A321LR’s. And its low-to-the-ground landing gear and lower-thrust engines mean it can’t use shorter runways, say analysts.
Reviving the 757 with new engines “could make sense” for Boeing, Aengus Kelly, CEO of AerCap Holdings NV, the world’s largest independent lessor and a major 757 owner, said in an interview. He said his company likely will switch some orders it already has placed for Airbus single-aisle jets to the recently announced A321LR model.
No airline has committed to buying the A321LR, which Airbus claims can fly 4,000 nautical miles carrying 206 passengers, but 757 operator American Airlines Group Inc. has expressed interest. Airbus estimates it can win around 1,000 orders for the plane, half to replace remaining 757s. Airbus chief operating officer for customers, John Leahy, said new markets may emerge for the jet, such as connecting the U.S. with Latin America or around Asia.
Boeing’s Mr. Tinseth called the Airbus assessment “laughable.” He says there are only 50 to 60 757s flying routes that need the addition range found in the A321LR.
Boeing is still struggling with the high costs of manufacturing its last all new jet, the Dreamliner.
CEO Jim McNerney last year said Boeing had no appetite for massive projects, and airlines, focused on paying low prices, “will not let you pursue moonshots.”
Some past and present Boeing officials say it would be less expensive to adapt the 757 with a modern cockpit and interior and the newest generation of fuel-saving winglets. However, Boeing, as part of its current studies, has considered a 757 revival twice before, remains uncertain about the size of the market, one added.
Boeing bested Airbus in deliveries for the third year running in 2014, but Airbus has delivered more single-aisle jets than Boeing since 2002. Airbus now claims 43% of single-aisle jets in service world-wide at the end of 2014 that were made by it or Boeing, versus 22% in 2002, according to Ascend aviation consultancy. Airbus also leads in orders for the biggest next-generation single-aisle jets by three to one. Plane makers prefer those larger models because the higher prices they can charge typically well exceed additional manufacturing costs.
The most critical and challenging element of reviving the 757 would be a new engine to slash fuel consumption and maintenance costs. Mr. Udvar-Házy said the Pratt & Whitney unit of United Technologies Corp. is eager to win a spot on Boeing’s 757 successor to win back market share ceded to General Electric Co. and Rolls-Royce Holdings PLC. All three are supplying conceptual designs for Boeing’s studies.
A Pratt spokesman said it is constantly working with all manufacturers, but its focus is on completing development of engines for its existing programs.
Boeing is trying avoid having its hand forced again. When longtime customer American Airlines in 2011 bought the A320neo, an upgraded version of Airbus’s single-aisle jet, the U.S. plane maker abandoned plans for an all-new design. It instead rushed to market the upgraded version of the 737 due in 2017 with new engines, mirroring Airbus.
02-11-2015, 08:26 AM
Gets Weekends Off
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Position: Cockpit speaker volume knob set to eleven.
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02-11-2015, 08:26 AM
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Joined APC: Mar 2008
Posts: 2,919
Seems as though we are getting a lot of "lurkers" or "new posters" around here who feel compelled to get into with people right out of the gate.
Sorry, but it's beyond lame to repost under a different handle.
Sorry, but it's beyond lame to repost under a different handle.
02-11-2015, 08:41 AM
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Posts: 222
What is the website we have to use to list for a jumpseat on American? Thanks
02-11-2015, 08:45 AM
Moderator
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Posts: 6,991
New Hire Seat Locks
As we approach Spring 2015 we are coming into the time-frame when more and more new hires are at the end of their 1 year seat lock.
The company has basically enjoyed a 1 year hiatus of new hires changing equipment that due to the fact that hiring really ramped up about a year ago is mostly ending.
Each AE will probably have more and more new hires changing equipment. I am trying to wrap my head around what that will mean for Delta. Obviously more churn in the training department but I am not sure what else will be affected.
It seems to me that as long as we are steadily hiring the 1 year seat lock provides most of its benefit to the company in the first year of any hiring cycle, and in subsequent years basically provides minimal benefit, and actually negative benefit in the first year after hiring stops.
Thoughts?
Scoop
The company has basically enjoyed a 1 year hiatus of new hires changing equipment that due to the fact that hiring really ramped up about a year ago is mostly ending.
Each AE will probably have more and more new hires changing equipment. I am trying to wrap my head around what that will mean for Delta. Obviously more churn in the training department but I am not sure what else will be affected.
It seems to me that as long as we are steadily hiring the 1 year seat lock provides most of its benefit to the company in the first year of any hiring cycle, and in subsequent years basically provides minimal benefit, and actually negative benefit in the first year after hiring stops.
Thoughts?
Scoop
02-11-2015, 08:49 AM
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Joined APC: Apr 2008
Position: DAL FO
Posts: 2,169
Uniform Pants
I just walked into Abbots off VA Ave and found out that they are asking $95 + tax per pair of pants. 500 yards up the road M & H is selling pants for $53/pair.
Anyone have any experience with the M&H pants? I went cheapo on my last go-round and bought some lookalikes at Kohl's, but they haven't held up.
I figure I can buy M&H pants almost 2:1 vs Abbots. Are they cheap as well? I don't want to be back at this again until I need to add another inch to the waistline.
Anyone have any experience with the M&H pants? I went cheapo on my last go-round and bought some lookalikes at Kohl's, but they haven't held up.
I figure I can buy M&H pants almost 2:1 vs Abbots. Are they cheap as well? I don't want to be back at this again until I need to add another inch to the waistline.
02-11-2015, 08:52 AM
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Joined APC: Oct 2009
Posts: 3,108
Obviously the new posters with exciting new names are here in a very organized way to control the message. Do they control the union again? Will a handful of.insiders pull off another jam down sell job?
Regardless of the debate, I hope we all agree and insist on following the ALPA process. No more ignoring the reps.
Regardless of the debate, I hope we all agree and insist on following the ALPA process. No more ignoring the reps.
02-11-2015, 08:54 AM
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Joined APC: Feb 2015
Position: 73na
Posts: 287
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