Any "Latest & Greatest" about Delta?
01-21-2010, 10:52 AM
Gets Weekends Off
Joined APC: Apr 2008
Position: DAL FO
Posts: 2,165
DTW Base Visit 1/20/10
Not sure if anyone beat me to this, but I'll try to relay what I remember. The funny thing is there weren't many surprises at the meeting, because most of what they talked about had already been covered on this thread!
- JAL is still up in the air (nothing official, they kept referring to what they see in the papers), but we are clearly the better choice for them going forward vs. AMR
- Guam base is one of about 8 scenarios that could play out depending on how the JAL thing goes down
- Cash on hand at the end of 2010 will be roughly equivalent to the end of 2009, with most capital expenditures on cabin upgrades (lie flat seats, interiors, etc) and customer experience IT stuff. Read no new airplanes in the budget. 4 new aircraft coming in 2010, not including MD-90's: 2 777's and 2 737-800's
- "VERY GLAD" that they didn't furlough last year when they were considering it, as they will "need all hands on deck" to cover summer flying this year. They used this example quite a bit: Pilot block hours will peak in July, with the "shoulder months" having as much as a 22% dropoff in pilot block hour requirements. The Crew Resources guy BW said that when we hear of being overstaffed by X amount, it's usually a "beancounter" way of looking at it, as if you take the average pilot block hours over the year, and compare it to the # of pilots we have, then YES we are overstaffed. However, they can't staff the airline based on the average block hours or we would not be able to handle the summer schedule. They expect to have as many pilots, including instructors (read not much training) flying the line over the summer as possible. The overage in the "shoulder months" will be soaked up by adjusting the ALV's downwards, training for the next AE (which is expected May/June as previously stated on here), and vacations.
- Look to see more 767's on thinner European routes, such as PDX and SEA to AMS while the 330's are moved to denser routes.
- 320's will be decreasing the amount of domestic and increasing flying in Latin America.
- Do not expect to see a DC-9 base in ATL, although you will see 9's flying through ATL as early as April. April did seem to be when they plan to really start shaking up the schedule, and moving airplanes around though not necessarily pilot bases. They repeatedly stated that they are taking their time and carefully thinking through any base realignments as they are costly and disruptive, even though it may be more expensive and less efficient in the near term to have more DH's and through flights.
- Small RJ's will be limited to stage lengths of 750nm and primarily used for feed instead of some of the longer flights in the past. All turboprops will be phased out (Saabs). Freedom will be dropped (20 EMB-145's) ASAP pending litigation
- Looking at the feasibility of a bus from "sterile to sterile area" connecting LGA and JFK. Most domestic flying will go out of LGA, while at least 1 domestic bank will still come into JFK to feed the international departures (at least from most major cities, upstate New York was specifically mentioned)
- New T4 project at JFK is being discussed, didn't go into this very much
- MD-90's are the DC9-30/40 replacement. Said that 319's and 737-700's lose money where 320's and -800's make money, and that we're not really interested in a 100 seater right now (mostly my impression, I do not think anyone actually said this verbatum. Hope I'm wrong.)
- Online jumpseat reservation is coming just as soon as they can get it up and running.
- Working on some sort of jumpseat protection, where you will be positive spaced to work if you are bumped from a reserved jumpseat due to line check, fed, secret service, etc
- Exploratory stages of reducing the weight of our flight kits. Not getting into EFB's anytime soon, but possibility of some sort of ship set (maybe I misunderstood this part) or longer revision cycles to ease the burden of multiple theater coverages
I'll post more if I think of it later
- JAL is still up in the air (nothing official, they kept referring to what they see in the papers), but we are clearly the better choice for them going forward vs. AMR
- Guam base is one of about 8 scenarios that could play out depending on how the JAL thing goes down
- Cash on hand at the end of 2010 will be roughly equivalent to the end of 2009, with most capital expenditures on cabin upgrades (lie flat seats, interiors, etc) and customer experience IT stuff. Read no new airplanes in the budget. 4 new aircraft coming in 2010, not including MD-90's: 2 777's and 2 737-800's
- "VERY GLAD" that they didn't furlough last year when they were considering it, as they will "need all hands on deck" to cover summer flying this year. They used this example quite a bit: Pilot block hours will peak in July, with the "shoulder months" having as much as a 22% dropoff in pilot block hour requirements. The Crew Resources guy BW said that when we hear of being overstaffed by X amount, it's usually a "beancounter" way of looking at it, as if you take the average pilot block hours over the year, and compare it to the # of pilots we have, then YES we are overstaffed. However, they can't staff the airline based on the average block hours or we would not be able to handle the summer schedule. They expect to have as many pilots, including instructors (read not much training) flying the line over the summer as possible. The overage in the "shoulder months" will be soaked up by adjusting the ALV's downwards, training for the next AE (which is expected May/June as previously stated on here), and vacations.
- Look to see more 767's on thinner European routes, such as PDX and SEA to AMS while the 330's are moved to denser routes.
- 320's will be decreasing the amount of domestic and increasing flying in Latin America.
- Do not expect to see a DC-9 base in ATL, although you will see 9's flying through ATL as early as April. April did seem to be when they plan to really start shaking up the schedule, and moving airplanes around though not necessarily pilot bases. They repeatedly stated that they are taking their time and carefully thinking through any base realignments as they are costly and disruptive, even though it may be more expensive and less efficient in the near term to have more DH's and through flights.
- Small RJ's will be limited to stage lengths of 750nm and primarily used for feed instead of some of the longer flights in the past. All turboprops will be phased out (Saabs). Freedom will be dropped (20 EMB-145's) ASAP pending litigation
- Looking at the feasibility of a bus from "sterile to sterile area" connecting LGA and JFK. Most domestic flying will go out of LGA, while at least 1 domestic bank will still come into JFK to feed the international departures (at least from most major cities, upstate New York was specifically mentioned)
- New T4 project at JFK is being discussed, didn't go into this very much
- MD-90's are the DC9-30/40 replacement. Said that 319's and 737-700's lose money where 320's and -800's make money, and that we're not really interested in a 100 seater right now (mostly my impression, I do not think anyone actually said this verbatum. Hope I'm wrong.)
- Online jumpseat reservation is coming just as soon as they can get it up and running.
- Working on some sort of jumpseat protection, where you will be positive spaced to work if you are bumped from a reserved jumpseat due to line check, fed, secret service, etc
- Exploratory stages of reducing the weight of our flight kits. Not getting into EFB's anytime soon, but possibility of some sort of ship set (maybe I misunderstood this part) or longer revision cycles to ease the burden of multiple theater coverages
I'll post more if I think of it later
01-21-2010, 11:00 AM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 354
Good information. Thanks for posting. War Eagle!!
I remember hearing that the block hours on the 88/73n/320 were going to increase a lot this spring/summer. The guys coming to the 88 dont go into training until may/june. Should make for an interesting yet very GREEN spring!!!
Show me the money!!!!
p.s. maybe I'll get 2 kegs for the APC get together!!!
I remember hearing that the block hours on the 88/73n/320 were going to increase a lot this spring/summer. The guys coming to the 88 dont go into training until may/june. Should make for an interesting yet very GREEN spring!!!
Show me the money!!!!
p.s. maybe I'll get 2 kegs for the APC get together!!!
01-21-2010, 11:12 AM
Gets Weekends Off
Joined APC: May 2008
Position: VEOP Retired! 7ER A was last position
Posts: 978
The 767-400 or the MD-88 are not fenced, neither is the A330, which a lot of DAL-S bid into.
All I'm saying is that no claim can be filed on the 765 or the MD88 based on the award, the claim as it currently stands may be a waste of time if we end up getting more 747's out of the JAL deal.
The ninjas at the fNWA are hurting and looking for a fight, some of these guys were DC-10 and 747 Captains at age 36-40 and out of seniority because of the Roberts award.
Regardless of the fences, less flying on the 747 and the 777 affect every pilot on the property, JAL aside, there are no plans to get more 747's or 777's in the near future.
Don't take the claim personal, this guys have been fighting for years to keep something that was never theirs without Roberts.
All I'm saying is that no claim can be filed on the 765 or the MD88 based on the award, the claim as it currently stands may be a waste of time if we end up getting more 747's out of the JAL deal.
The ninjas at the fNWA are hurting and looking for a fight, some of these guys were DC-10 and 747 Captains at age 36-40 and out of seniority because of the Roberts award.
Regardless of the fences, less flying on the 747 and the 777 affect every pilot on the property, JAL aside, there are no plans to get more 747's or 777's in the near future.
Don't take the claim personal, this guys have been fighting for years to keep something that was never theirs without Roberts.
01-21-2010, 11:14 AM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 2,539
Average per pilot payout was $280,000 for the Claim and Note. Average stock payout for the merger was about 4,000 shares. The median and average Claim payout were almost the same ( right around $185,000). The median Note payout was a little bit less than the average due to more people being eligible for a years of service minimum credit.
01-21-2010, 11:14 AM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
While we're talking about an APC get together... how about an APC cruise???
Somali Cruises - Cruise along Africa's east coast!
Somali Cruises - Cruise along Africa's east coast!
01-21-2010, 11:16 AM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Instead of an assessment on the pilot group, they should have to cover the lawyers for both sides unless they win.
That should thin out the frivolous wastes of money... Slow- any legality to that?
01-21-2010, 11:18 AM
Gets Weekends Off
Joined APC: Feb 2008
Posts: 2,539
01-21-2010, 11:39 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
Not sure if anyone beat me to this, but I'll try to relay what I remember. The funny thing is there weren't many surprises at the meeting, because most of what they talked about had already been covered on this thread!
- JAL is still up in the air (nothing official, they kept referring to what they see in the papers), but we are clearly the better choice for them going forward vs. AMR
- Guam base is one of about 8 scenarios that could play out depending on how the JAL thing goes down
- Cash on hand at the end of 2010 will be roughly equivalent to the end of 2009, with most capital expenditures on cabin upgrades (lie flat seats, interiors, etc) and customer experience IT stuff. Read no new airplanes in the budget. 4 new aircraft coming in 2010, not including MD-90's: 2 777's and 2 737-800's
- "VERY GLAD" that they didn't furlough last year when they were considering it, as they will "need all hands on deck" to cover summer flying this year. They used this example quite a bit: Pilot block hours will peak in July, with the "shoulder months" having as much as a 22% dropoff in pilot block hour requirements. The Crew Resources guy BW said that when we hear of being overstaffed by X amount, it's usually a "beancounter" way of looking at it, as if you take the average pilot block hours over the year, and compare it to the # of pilots we have, then YES we are overstaffed. However, they can't staff the airline based on the average block hours or we would not be able to handle the summer schedule. They expect to have as many pilots, including instructors (read not much training) flying the line over the summer as possible. The overage in the "shoulder months" will be soaked up by adjusting the ALV's downwards, training for the next AE (which is expected May/June as previously stated on here), and vacations.
- Look to see more 767's on thinner European routes, such as PDX and SEA to AMS while the 330's are moved to denser routes.
- 320's will be decreasing the amount of domestic and increasing flying in Latin America.Very Interesting... Isn't that the plane Spirit flies on em?
- Do not expect to see a DC-9 base in ATL, although you will see 9's flying through ATL as early as April. April did seem to be when they plan to really start shaking up the schedule, and moving airplanes around though not necessarily pilot bases. They repeatedly stated that they are taking their time and carefully thinking through any base realignments as they are costly and disruptive, even though it may be more expensive and less efficient in the near term to have more DH's and through flights.
- Small RJ's will be limited to stage lengths of 750nm and primarily used for feed instead of some of the longer flights in the past. All turboprops will be phased out (Saabs). Freedom will be dropped (20 EMB-145's) ASAP pending litigationone can pray
- Looking at the feasibility of a bus from "sterile to sterile area" connecting LGA and JFK. Most domestic flying will go out of LGA, while at least 1 domestic bank will still come into JFK to feed the international departures (at least from most major cities, upstate New York was specifically mentioned)
- New T4 project at JFK is being discussed, didn't go into this very much
- MD-90's are the DC9-30/40 replacement. Said that 319's and 737-700's lose money where 320's and -800's make money, and that we're not really interested in a 100 seater right now (mostly my impression, I do not think anyone actually said this verbatum. Hope I'm wrong.) My impression is that they want to but the JAL deal will lead to bigger fish to fry. Waiting also brings up a few scenarios. Mostly good if the right ppl are in charge.
- Online jumpseat reservation is coming just as soon as they can get it up and running.
- Working on some sort of jumpseat protection, where you will be positive spaced to work if you are bumped from a reserved jumpseat due to line check, fed, secret service, etc
- Exploratory stages of reducing the weight of our flight kits. Not getting into EFB's anytime soon, but possibility of some sort of ship set (maybe I misunderstood this part) or longer revision cycles to ease the burden of multiple theater coverages
I'll post more if I think of it later
- JAL is still up in the air (nothing official, they kept referring to what they see in the papers), but we are clearly the better choice for them going forward vs. AMR
- Guam base is one of about 8 scenarios that could play out depending on how the JAL thing goes down
- Cash on hand at the end of 2010 will be roughly equivalent to the end of 2009, with most capital expenditures on cabin upgrades (lie flat seats, interiors, etc) and customer experience IT stuff. Read no new airplanes in the budget. 4 new aircraft coming in 2010, not including MD-90's: 2 777's and 2 737-800's
- "VERY GLAD" that they didn't furlough last year when they were considering it, as they will "need all hands on deck" to cover summer flying this year. They used this example quite a bit: Pilot block hours will peak in July, with the "shoulder months" having as much as a 22% dropoff in pilot block hour requirements. The Crew Resources guy BW said that when we hear of being overstaffed by X amount, it's usually a "beancounter" way of looking at it, as if you take the average pilot block hours over the year, and compare it to the # of pilots we have, then YES we are overstaffed. However, they can't staff the airline based on the average block hours or we would not be able to handle the summer schedule. They expect to have as many pilots, including instructors (read not much training) flying the line over the summer as possible. The overage in the "shoulder months" will be soaked up by adjusting the ALV's downwards, training for the next AE (which is expected May/June as previously stated on here), and vacations.
- Look to see more 767's on thinner European routes, such as PDX and SEA to AMS while the 330's are moved to denser routes.
- 320's will be decreasing the amount of domestic and increasing flying in Latin America.Very Interesting... Isn't that the plane Spirit flies on em?
- Do not expect to see a DC-9 base in ATL, although you will see 9's flying through ATL as early as April. April did seem to be when they plan to really start shaking up the schedule, and moving airplanes around though not necessarily pilot bases. They repeatedly stated that they are taking their time and carefully thinking through any base realignments as they are costly and disruptive, even though it may be more expensive and less efficient in the near term to have more DH's and through flights.
- Small RJ's will be limited to stage lengths of 750nm and primarily used for feed instead of some of the longer flights in the past. All turboprops will be phased out (Saabs). Freedom will be dropped (20 EMB-145's) ASAP pending litigationone can pray
- Looking at the feasibility of a bus from "sterile to sterile area" connecting LGA and JFK. Most domestic flying will go out of LGA, while at least 1 domestic bank will still come into JFK to feed the international departures (at least from most major cities, upstate New York was specifically mentioned)
- New T4 project at JFK is being discussed, didn't go into this very much
- MD-90's are the DC9-30/40 replacement. Said that 319's and 737-700's lose money where 320's and -800's make money, and that we're not really interested in a 100 seater right now (mostly my impression, I do not think anyone actually said this verbatum. Hope I'm wrong.) My impression is that they want to but the JAL deal will lead to bigger fish to fry. Waiting also brings up a few scenarios. Mostly good if the right ppl are in charge.
- Online jumpseat reservation is coming just as soon as they can get it up and running.
- Working on some sort of jumpseat protection, where you will be positive spaced to work if you are bumped from a reserved jumpseat due to line check, fed, secret service, etc
- Exploratory stages of reducing the weight of our flight kits. Not getting into EFB's anytime soon, but possibility of some sort of ship set (maybe I misunderstood this part) or longer revision cycles to ease the burden of multiple theater coverages
I'll post more if I think of it later
01-21-2010, 11:40 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
Now that would be a great idea. Same law should apply to frivolous lawsuits in the everyday world too!
01-21-2010, 11:44 AM
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
The five largest domestic airlines all boosted baggage fees in January, a move certain to generate millions of dollars in added revenue.
American Airlines, Continental Airlines, Delta Airlines, United Airlines and US Airways all increased baggage fees since the beginning of the year, despite consumer gripes.
The carriers combined will realize annual baggage fee revenue of $1.8 billion, according to IdeaWorks, a Wisconsin airline consultancy. The “new money” portion of this amount for the group of carriers is expected to exceed $117 million.
Alaska Air Group Inc. of Seattle (NYSE: ALK) will receive revenue of $70 million a year for charging for bags on Alaska Airlines and Horizon Air. The two airlines, which fly about half of all traffic at Seattle-Tacoma International Airport, began charging $15 for a passenger’s first checked bag in July 2009. Alaska officials haven’t raised their bag fees since then, and a request for comment asking if they plan to raise fees has gone unanswered.
Southwest Airlines, which has positioned itself above the fray by promising “bags fly free,” has been a large and vocal holdout. The current advertising campaign for the carrier virtually assures it will remain on the sidelines for the foreseeable future, according to the IdeaWorks report.
The report goes on to state that the domestic airline industry is unlikely to stop this trend and more tweaking of the fee structure can be expected during 2010 and beyond.
American Airlines, Continental Airlines, Delta Airlines, United Airlines and US Airways all increased baggage fees since the beginning of the year, despite consumer gripes.
The carriers combined will realize annual baggage fee revenue of $1.8 billion, according to IdeaWorks, a Wisconsin airline consultancy. The “new money” portion of this amount for the group of carriers is expected to exceed $117 million.
Alaska Air Group Inc. of Seattle (NYSE: ALK) will receive revenue of $70 million a year for charging for bags on Alaska Airlines and Horizon Air. The two airlines, which fly about half of all traffic at Seattle-Tacoma International Airport, began charging $15 for a passenger’s first checked bag in July 2009. Alaska officials haven’t raised their bag fees since then, and a request for comment asking if they plan to raise fees has gone unanswered.
Southwest Airlines, which has positioned itself above the fray by promising “bags fly free,” has been a large and vocal holdout. The current advertising campaign for the carrier virtually assures it will remain on the sidelines for the foreseeable future, according to the IdeaWorks report.
The report goes on to state that the domestic airline industry is unlikely to stop this trend and more tweaking of the fee structure can be expected during 2010 and beyond.
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