Any "Latest & Greatest" about Delta?
01-19-2011, 04:50 AM
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Joined APC: Jun 2007
Position: Legacy FO
Posts: 4,099
I'm not sure that the MD-90 is the "replacement" for the DC-9. Call it too much minutiae, but the MD-90 and DC-9 have very different missions....
I submit that the A319/MD-88/CRJ-900 are the DC-9 replacement and that the MD-90 is replacing mid range A320/738 and long range MD-88 flying.
But I guess in the end its all the same thing.....
I submit that the A319/MD-88/CRJ-900 are the DC-9 replacement and that the MD-90 is replacing mid range A320/738 and long range MD-88 flying.
But I guess in the end its all the same thing.....
01-19-2011, 04:51 AM
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Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
Shiz, Just using their verbiage not mine. The "theory" is that for the price paid they are making money at 100 seats.
01-19-2011, 05:01 AM
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Posts: 1,572
So.... With the hit our stock took yesterday does anybody think it is a good buy?
01-19-2011, 05:02 AM
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Posts: 5,113
I think certain contracts work better for certain demographics of each pilot group. Perhaps the fNWA contract had provisions in there that worked well for someone of decent seniority, but moving over to the JCBA in conjunction to a less decent seniority over a larger pilot group magnifies the pitfalls in the contract.
Whether it's pay, work rules, or scope; I think it's important to create PWA in 2012 that works for EVERY pilot without leveraging one side of a group against the other side of the group.
01-19-2011, 05:12 AM
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Posts: 18,563
01-19-2011, 05:12 AM
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Joined APC: Mar 2008
Posts: 243
The total block hours flown on average in 2001 were the same as the block hours flown in June of 2007 pre merger. You would expect that would yield the same number of pilots. Sadly it did not. We were flying the 07 schedule with 2500 fewer line pilots. Down from 10,000 to 7500. That was a direct result of a hundred or more work rule changes to increase productivity. Those jobs lost are equally spread across the fleet spectrum from 777 CA to MD88 FO.
................2001 Full Year----2007 Full Year
Blk Hrs------2,187,408--------1,758,101
Departs-----907.878----------552,678
RSM --------97.7 mil----------103.5 mil
Miles Flown -803.2K-----------683.6K
Fleet--------625--------------435
Avg/Seets---176--------------187
Stage-------885 nm-----------1237 nm
LF-----------69%-------------81%
Looks to me like 20% fewer block hours flown by 25% fewer pilots with 30% fewer planes with a much higher load factor.
Source MIT.
01-19-2011, 05:14 AM
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Joined APC: Apr 2007
Position: Flying the SEC
Posts: 2,350
I haven't found any improvements to forget. Seriously, to put it in simple terms, I made less w-2 money in the last 2 years than my last year under fNWA contract averaging the same number of hours of pay per month. Also I am working 36-40 days a year more under DAL work rules for less money. This year I will finally make more than my last fNWA contract year. It goes back to those work rules that Sailing was talking about. I can go on with the things that I had before that I do not have now, but what good would that do. It is always perceived as whinning on here. Hands down with my experince with the DAL contract which is limited, today I would choose the fNWA contract over the current DAL contract. As bad as it was I still think it was much better in QOL issues. I prefer to have rose colored glasses rather than blinders.
I am open to an education on real improvements. I'm sure there are some.
I am open to an education on real improvements. I'm sure there are some.
I don't know where you sit on what fleet, but every North guy I've talked to, and believe me the training center is full of them right now, is glad to be under the new contract. Long Call/Short Call vs what you had before is HUGE to junior guys in category.
Sorry your W-2 went down last year. Seems like everyone's went down but in case you didn't notice, we have a huge recession going on and 2009 saw an almost unprecedented revenue decline for the company. My W-2 and those of my level went up BTW. I went from 2nd to 3rd year pay in 2009. If not for the merger I would have been unemployed along with perhaps a thousand on my side and a thousand on your side.
Keep pining for your old contract. It will make you more miserable. Or embrace the new and look forward like others have suggested. Your choice. PS, your IT was better. Your books were better. Give it time, this is a huge company, we'll get there.
01-19-2011, 05:29 AM
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Position: Flying the SEC
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Blame Antitrust, Not the Weather, For Travel Woes - Intelligent Investing - Ideas from Forbes Investor Team - Forbes
Seems like a direct shot at the DOT/DOJ about the NYC slot swap. Think those guys will finally get it? Nah.
Seems like a direct shot at the DOT/DOJ about the NYC slot swap. Think those guys will finally get it? Nah.
01-19-2011, 05:42 AM
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Blame Antitrust, Not the Weather, For Travel Woes - Intelligent Investing - Ideas from Forbes Investor Team - Forbes
Seems like a direct shot at the DOT/DOJ about the NYC slot swap. Think those guys will finally get it? Nah.
Seems like a direct shot at the DOT/DOJ about the NYC slot swap. Think those guys will finally get it? Nah.
Unfortunately I doubt anyone at the DOT/DOJ will "get it", in their omniscient eyes they can do no wrong.
I though RA brought up a good point on CNBC yesterday about how foreign carriers have access to better aircraft financing rates than most domestic carriers. It seems like our government could be a little more supportive to our industry.
http://www.thenational.ae/business/t...-provides-lift
The practice of export credit financing came under scrutiny last year when US and European airlines claimed foreign carriers unfairly benefited from such funding.
An oft-cited case involved Emirates, which raised $414m for three Boeing 777s last year, paying an interest rate of 3.4 per cent through bonds backed by the US Export-Import Bank. After the complaints from US and European airlines, rules governing export credit financing were altered last month by the Organisation for Economic Co-operation and Development, in a decision that could result in higher interest rates for Middle East carriers.
Last month, Emirates also confirmed it had sold four of its Boeing 777-200ERs in sale-and-leaseback transactions with Veling, an aircraft leasing firm based in Mauritius.
Veling financed the four aircraft with commercial debt from four banks, according to Emirates, including Nedbank Capital of South Africa, DVB Bank of Germany, Mauritius Commercial Bank, and Bank One, also based in Mauritius.
01-19-2011, 05:46 AM
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Joined APC: Feb 2008
Posts: 19,423
................2001 Full Year----2007 Full Year
Blk Hrs------2,187,408--------1,758,101
Departs-----907.878----------552,678
RSM --------97.7 mil----------103.5 mil
Miles Flown -803.2K-----------683.6K
Fleet--------625--------------435
Avg/Seets---176--------------187
Stage-------885 nm-----------1237 nm
LF-----------69%-------------81%
Looks to me like 20% fewer block hours flown by 25% fewer pilots with 30% fewer planes with a much higher load factor.
Source MIT.
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