Any "Latest & Greatest" about Delta?
01-06-2010, 02:28 PM
Underboob King
Joined APC: May 2005
Position: Guppy Commander
Posts: 4,412
01-06-2010, 02:29 PM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
YouTube - Re Route in Manaus Flight [Visual Presentation]
01-06-2010, 02:36 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
That bad Bar?
I just saw the oddest trip in 88 open time, deadhead to PHF for a 54 hour layover, 1 leg back, 17 hours, 2 hour block.
I just saw the oddest trip in 88 open time, deadhead to PHF for a 54 hour layover, 1 leg back, 17 hours, 2 hour block.
01-06-2010, 02:43 PM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
It is funny - you can sit on iCrew and watch them try to re route the Manaus flight and watch everyone call in sick until they finally give up and put it on a reserve.
As craptastic as the MD88 is, the schedules it operates are not that bad compared to the more "flexible" fleets. Kinda looking forward to it.
As craptastic as the MD88 is, the schedules it operates are not that bad compared to the more "flexible" fleets. Kinda looking forward to it.
Last edited by Bucking Bar; 01-06-2010 at 03:07 PM.
01-06-2010, 02:51 PM
Banned
Joined APC: Sep 2007
Posts: 1,480
01-06-2010, 03:24 PM
Gets Weekends Off
Joined APC: Sep 2007
Position: B-7ER JFK
Posts: 931
We should insist on widebody fences. No AK pilot would have a chance of WB long haul flying so why should the merger change that? And why should people that fought hard to get into Delta accept that AK pilots gets in front of them on their way to the WB seat? Nothing but a permanent fence should be accepted, unless an AK pilot interviews with DAL and starts from the bottom just like the rest of us did. Pretty simple really.
01-06-2010, 03:28 PM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 2,539
There is not. DCI currently is operating the maximum allowed number of 76 seaters (153, 101 CRJ-900 and 52 EMB-175). There are 66 CRJ-700 operating, leaving 36 aircraft under the 255 airplane cap. To grow the 76 seat fleet by one jet, management would have to add 33 mainline aircraft.
01-06-2010, 03:31 PM
Line Holder
Joined APC: Jan 2010
Position: A320
Posts: 74
If this industry and this company don't start making money, then they will be able to plead poverty at contract time. We already make more in direct compensation than most of the industry, and despite all the negative changes we've endured over the last few years our workrules on balance are still better. You can look at the "tremendous gains" those tough unions at AMR and UAL have extracted from their unprofitable companies as a guide...
At DAL's investor day management correctly prioritized enhancing our revenue, controlling costs, and paying down debt with cash flow over the next three years. If they are successful in continuing to differentiate our business from that of our peers then we will see pay rewards. If not, we will be stuck in the same quagmire that envelopes our fellow pilots at other carriers that don't produce a suitable financial return. LUV, FedEx, and UPS don't pay their pilots more because they're better pilots or that management is more generous, it's because their business models throw off profits from which labor can extract value.
In a business sense Narita is identical to Frankfurt.
Delta was the second largest carrier in Frankfurt until Open Skies, serving that city from 9 different US locations with 15-17 beyond markets and 13 FRA based aircraft (767-200 and 727). Open Skies and the fragmentation brought on by hub busting point to point aircraft like the 767-300ER (for NRT the 787) killed the yield of the operation there. It was pretty hard to compete with Lufthansa once they had the UAL feed and a whole bunch more destinations and frequencies than Delta could offer. While any deal will stand or fall on its own merits, not having a corporate deal might not be so good for pilots.
At DAL's investor day management correctly prioritized enhancing our revenue, controlling costs, and paying down debt with cash flow over the next three years. If they are successful in continuing to differentiate our business from that of our peers then we will see pay rewards. If not, we will be stuck in the same quagmire that envelopes our fellow pilots at other carriers that don't produce a suitable financial return. LUV, FedEx, and UPS don't pay their pilots more because they're better pilots or that management is more generous, it's because their business models throw off profits from which labor can extract value.In a business sense Narita is identical to Frankfurt.
Delta was the second largest carrier in Frankfurt until Open Skies, serving that city from 9 different US locations with 15-17 beyond markets and 13 FRA based aircraft (767-200 and 727). Open Skies and the fragmentation brought on by hub busting point to point aircraft like the 767-300ER (for NRT the 787) killed the yield of the operation there. It was pretty hard to compete with Lufthansa once they had the UAL feed and a whole bunch more destinations and frequencies than Delta could offer. While any deal will stand or fall on its own merits, not having a corporate deal might not be so good for pilots.
Where am I saying how GREAT UALALPA or AMR's APA are? What I am saying that there are some great expectations being fostered out there. There seems to be a big parade that this JAL/DAL hook up is a great thing..... I am wanting to see and read the details before I hop on a band wagon.
Was Frankfurt also slot controlled (like NRT)?
When was open skies in Europe vs Japan (Not Asia)?
When did UAL get the code share with Lufthansa?
Was not the 777 going to be the Pacific 767?
The 787 was to offer a smaller size 777 with longer range, better fuel economy, AND better maintenance intervals.
I truly due GET IT that any company must turn a profit. After this merger between DAL/NWA the pilots rates SHOULD HAVE matched or exceed AMR's rates at the time the deal was done.
For the record, Southwests pilots are where they are due to the chapter 11's in the 2000's by NWA, USAir, DAL and UAL. They were always under what the legacy's had paid. Their rates ,now in some cases, exceed wide body pay rates.
01-06-2010, 03:33 PM
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
There is not. DCI currently is operating the maximum allowed number of 76 seaters (153, 101 CRJ-900 and 52 EMB-175). There are 66 CRJ-700 operating, leaving 36 aircraft under the 255 airplane cap. To grow the 76 seat fleet by one jet, management would have to add 33 mainline aircraft.
Will this # grow when the DC9-30/40's are parked?
01-06-2010, 03:36 PM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 2,539
Of course. The baseline mainline fleet to add any 76 seaters is 768 jets. There are 33 DC-9-30/40 planned to be parked, so management would have to cover those losses with replacement aircraft and then add the number above to add 76 seaters,
Thread
Thread Starter
Forum
Replies
Last Post
