Any "Latest & Greatest" about Delta?
07-24-2011, 02:01 PM
The Brown Dot +1
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07-24-2011, 02:01 PM
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So with the slot swap likely to be finalized I'm thinking the next AE will have 2 new categories and a 365 day conversion window. I'm betting on DTW 737 & NYC 320.
07-24-2011, 02:04 PM
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I think you're right and we will see the MEM base displaced, but where will the 737 time come from?
Last edited by dragon; 07-24-2011 at 02:05 PM. Reason: avoid grammar police
07-24-2011, 02:11 PM
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07-24-2011, 02:13 PM
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I think you're correct. I just didn't want to be the one to write it! Too many CVG - DTW commuters as it is and this would just make it that much worse.
I guess the company could just go ahead and pull the bandaid off of the scab quickly and close both MEM and CVG as pilot bases at the same time.
I guess the company could just go ahead and pull the bandaid off of the scab quickly and close both MEM and CVG as pilot bases at the same time.
07-24-2011, 02:16 PM
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I think you're correct. I just didn't want to be the one to write it! Too many CVG - DTW commuters as it is and this would just make it that much worse.
I guess the company could just go ahead and pull the bandaid off of the scab quickly and close both MEM and CVG as pilot bases at the same time.
I guess the company could just go ahead and pull the bandaid off of the scab quickly and close both MEM and CVG as pilot bases at the same time.
07-24-2011, 02:20 PM
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Yeah it'll either be NYC or CVG. I'm honestly thinking NYC, just because they have so much DTW flying now. Regardless, I'm sure they're running both scenarios. I think after the DC9's are fully parked MEM will close as a pilot base and those 320's will move to ATL or NYC or be split between the two. Just my thoughts, which aren't worth squat. 
07-24-2011, 02:29 PM
Works Every Weekend
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So with the slot swap I saw Delta and USAir were to sell 16 and 8 slots respectively. Who sells them? Does USAir get the money from the slots at LGA or does Delta? If they have to sell them do they go by auction or do the companies get to sell them to whom they want? What is to stop Delta from selling them to USAir and vice-versa?
Here's a quote from the DOT statement:
the carriers would be required to sell eight slot pairs at Reagan National and 16 slot pairs at LaGuardia through a blind sale to airlines that currently have little or no service at these airports. Slot pairs would be sold in bundles large enough to ensure that a purchaser would have a sufficient number of slots to provide meaningful new competition. In addition, Delta and US Airways would be required to wait 90 days before beginning their new operations on a phased-in basis, in order to allow the new services to establish a foothold at the airports.
If anyone is interested here is a link to the entire DOT notice of petition and request for comments. If you click on the little red PDF button you can view a wealth of information about slots and operations at LGA and DCA. The file contains the names of all the airlines holding slots and the times for those slots, the history of who has held the slots, each airline's market share, the entry of AirTran, jetBlue, Southwest, Spirit etc. etc. etc.
This file also contains all the details about who can bid for the slots being divested, What time of day those slots will be (Delta has to give up some good ones; 8AM departures are a whole lot more valuable than noon) and all that stuff.
You can also use this link to submit a comment if you want. You can also read the other airlines' comments. Kinda interesting.
Don't say anything stupid. Mr. LaHood could still change his mind.
Regulations.gov
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Last edited by Check Essential; 07-24-2011 at 02:46 PM.
07-24-2011, 02:31 PM
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07-24-2011, 02:58 PM
Works Every Weekend
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Here's another nice little Easter egg from the DOT that nobody seems to be talking about.
We might have to give up gates ---
We also tentatively find that eligible carriers may be unable to use the slots if they cannot
obtain access to gates, ticket counters, baggage handling services, loading bridges, and other
ground facilities at either DCA or LGA. Accordingly, we propose to require the selling carrier to
make these available to the purchaser under reasonable terms and rates if the purchasing carrier
lacks access to gates and ground facilities and is unable to obtain such access from either the Port
Authority of New York and New Jersey, the operator of LGA, or from the Metropolitan
Washington Airports Authority, the operator of DCA.
We might have to give up gates ---
We also tentatively find that eligible carriers may be unable to use the slots if they cannot
obtain access to gates, ticket counters, baggage handling services, loading bridges, and other
ground facilities at either DCA or LGA. Accordingly, we propose to require the selling carrier to
make these available to the purchaser under reasonable terms and rates if the purchasing carrier
lacks access to gates and ground facilities and is unable to obtain such access from either the Port
Authority of New York and New Jersey, the operator of LGA, or from the Metropolitan
Washington Airports Authority, the operator of DCA.
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