Cycle Pilot

I-Crew, Bids, Initial Bids, PBS reserve golden day bids.

Hornet1

A while back someone put some good 737 gouge under the training thread on the union site. It was for making flash cards I think. I can no longer find it. Anyone know where it went or how to get a hold of it? Thanks

Boomer

Well, it depends on what you consider to be Delta employees.

Regional Elite is a subsidiary of Delta Airlines, just as Delta Air Elite, Delta Cargo, and Delta Global Services are currently, and just as Song and Northwest Airlines used to be.

Many of the people in CVG have been taking care of Delta customers for fifteen to twenty years or more.

On the other hand, the "real" Delta employees at CVG are equally screwed because when Delta closes the hub next year and lets them bid for other jobs in the system, their homes won't be worth squat so they won't be able to move.

Scoop

The legends are true! The thread is all knowing!

Thanks Scoop

acl65pilot

For International you could get a yellow just as your SC is ending. There is no whitlow confines and no rest requirement international, yet......

For domestic, after legal rest, that could be eight hrs if you will start compensatory with in 24 hr of the start of the reduced rest. For a yellow I do not beleive they consider notification as a non-rest period.

Just my guess.

acl65pilot

Go to the forum and check the file library.

Hoser

I've always 'heard' that the airport manager/director makes the call on whether or not crews can bypass security. I do know at ASA we bypass maybe a third to half of the outstations, except CAE...

Hoser
ROLL TIDE!

slowplay

I'm putting up the shields because what I'm going to say isn't popular, but....

CVG was built by the RJ.

Delta began the move out of Chicago O'Hare in 1985/86. We had a whole finger (L concourse) of the O'Hare terminal and were running 70+ departures a day. UAL built their "terminal for tomorrow" and AMR went with them stride for stride. Some discount carrier named "Midway" grew explosively out of that tiny southside aiport. Yields in Chicago plummeted. Delta ran away, closing the DC-9 base in '89 and the 727 base in '92 if memory serves correctly.

All that Chicago traffic flowed over Cincinnati. Delta picked up some large business accounts and was doing OK, but the real growth came during the recession of 1993-1994. A little jet called the CRJ was introduced in December of '93, replacing Metroliners, Saab's and Brazilias. It opened a whole new set of markets that previously couldn't be served by the turboprops. CVG grew. They built new terminals. CVG grew some more and added a runway. CVG earned buttloads of money on nearly 500 RJ and over 200 mainline departures per day. But competitors responded. Some other airlines saw Ohio gold. They built hubs in Columbus and Indianapolis where previously there had been none. Some introduced RJ's or discount airline service into Dayton, and Louisville. Other airlines mimicked Delta's successful hub poaching RJ strategy. Along with the new competing hubs, those new services began to impact traditional CVG traffic and yields. Yields continued to fall with the 2001 recession.

Then September 11 happened.

Besides the post 9-11 recession, consumer buying patterns changed. Throughout the 90's approximately 1% of US Gross Domestic Product was spent on airlines. That plummeted to 0.75% from 2002 through 2008. It fell even further to 0.65% in 2009. That loss of revenue was what killed the small RJ. It needed the higher yield to survive its higher cost. The loss of yield killed discount service and hubs all around the Midwest. Even with the elimination of significant competition for the CVG airport the economy didn't support the high fares needed for CVG to return to profitability. When fares were cut 38%, the traffic only increased 21%. CVG didn't recover the O&D or business traffic needed. The Ohio Valley businessman or consumer wasn't traveling.

Now Delta's got an underutilized facility in Detroit that's rated more highly by passengers. They've got another facility in Western Tennessee that's been holding its own due to exceptionally low costs. Absent an incredible US or Ohio valley economic recovery, there's still excess capacity in the system. My bet is the high cost-least efficient provider of lift will be further marginalized. I think today's announced restructuring of the CVG hub banks to make it more efficient is one of the last turnaround tricks management can try. Almost all those job losses are borne by ground employees and airport service workers supporting the RJ operation.

Long answer, not a sound bite, sorry. Just my opinion, and worth what you paid for it.

johnso29

Slow,

Nice summary. I don't see any LCC's moving into CVG. If they were going to do it, they would have by now. There is a reason they haven't yet.

hoserpilot

Oh no.....another hoser. Take off eh!

The original Hoser