Any "Latest & Greatest" about Delta?
03-27-2012, 07:33 PM
Gets Weekends Off
Joined APC: Jan 2008
Position: maddoggy dog
Posts: 1,026
Did someone say eh?
I love flying old Stinson's...trim is above your head.
Ps. Bacon just solidified his douschiness in the jet blue thread. What a complete loser. I really hope he isn't one of us.
03-27-2012, 07:45 PM
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Joined APC: Jul 2006
Position: Boeing Hearing and Ergonomics Lab Rat, Night Shift
Posts: 1,724
That being said I can't see how Delta won't order the 77-300ER going forward.
It fits the sweet spot between carl and tsquare, I mean 777-200 and 747-400, because it carriers roughly 350 pax. The big payoff is the cargo capacity of the 773 because it actually has more cargo volume than the A380 or the 747-8i.
Roughly the 773 is 7100 cu.ft., the 747-8i 6,300 cu.ft. and the A380 5,800 cu.ft.
The 773 will carry 20 LD3 containers vs the A380 18 LD3 and the 747-8 16 LD1 containers.
The 777-300 already wins in capacity but excels after subtracting cargo capacity for passenger bags. After loading all pax bags the 777-300 has 5,200 cu.ft. remaining for gravy vs 3,000 cu.ft. for the A380 and 3,800 cu.ft. for the 747-8i.
Obviously the 747-400 has a slightly smaller cargo capacity because of the shorter fuselage vs the 747-8i...
Weight is one thing, but I'd venture to guess most air-freight cargo bulks out before hitting the weight limit unless it's batteries...
In markets with 280-360 pax/flight, I can't see how Delta won't fly the 777-300ER going forward because even with a 75% load-factor the cargo will pay the bills...
Cheers
George
03-27-2012, 07:47 PM
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Joined APC: Sep 2007
Position: B737 CA
Posts: 1,518
03-27-2012, 07:50 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Each Aircraft is made for a particular route and passenger load.
That being said I can't see how Delta won't order the 77-300ER going forward.
It fits the sweet spot between carl and tsquare, I mean 777-200 and 747-400, because it carriers roughly 350 pax. The big payoff is the cargo capacity of the 773 because it actually has more cargo volume than the A380 or the 747-8i.
Roughly the 773 is 7100 cu.ft., the 747-8i 6,300 cu.ft. and the A380 5,800 cu.ft.
The 773 will carry 20 LD3 containers vs the A380 18 LD3 and the 747-8 16 LD1 containers.
The 777-300 already wins in capacity but excels after subtracting cargo capacity for passenger bags. After loading all pax bags the 777-300 has 5,200 cu.ft. remaining for gravy vs 3,000 cu.ft. for the A380 and 3,800 cu.ft. for the 747-8i.
Obviously the 747-400 has a slightly smaller cargo capacity because of the shorter fuselage vs the 747-8i...
Weight is one thing, but I'd venture to guess most air-freight cargo bulks out before hitting the weight limit unless it's batteries...
In markets with 280-360 pax/flight, I can't see how Delta won't fly the 777-300ER going forward because even with a 75% load-factor the cargo will pay the bills...
Cheers
George
That being said I can't see how Delta won't order the 77-300ER going forward.
It fits the sweet spot between carl and tsquare, I mean 777-200 and 747-400, because it carriers roughly 350 pax. The big payoff is the cargo capacity of the 773 because it actually has more cargo volume than the A380 or the 747-8i.
Roughly the 773 is 7100 cu.ft., the 747-8i 6,300 cu.ft. and the A380 5,800 cu.ft.
The 773 will carry 20 LD3 containers vs the A380 18 LD3 and the 747-8 16 LD1 containers.
The 777-300 already wins in capacity but excels after subtracting cargo capacity for passenger bags. After loading all pax bags the 777-300 has 5,200 cu.ft. remaining for gravy vs 3,000 cu.ft. for the A380 and 3,800 cu.ft. for the 747-8i.
Obviously the 747-400 has a slightly smaller cargo capacity because of the shorter fuselage vs the 747-8i...
Weight is one thing, but I'd venture to guess most air-freight cargo bulks out before hitting the weight limit unless it's batteries...
In markets with 280-360 pax/flight, I can't see how Delta won't fly the 777-300ER going forward because even with a 75% load-factor the cargo will pay the bills...
Cheers
George
03-27-2012, 08:20 PM
Gets Weekends Off
Joined APC: Feb 2008
Position: Urban chicken rancher.
Posts: 6,070
He's a complete tool. I can't imagine he's really one of us. I choose to believe he's a disgruntled wannabe. If he's real, I want some sort of confirmation. Otherwise, he's wasting my valuable oxygen.
03-27-2012, 09:16 PM
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Joined APC: Jul 2010
Position: window seat
Posts: 12,544
A rich SWA pilot just bought one so it still has the old 737 overhead panel.
03-27-2012, 09:25 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
I heard they re-equipped the 767 with this panel to keep newK from getting too bored:
03-27-2012, 11:16 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
03-27-2012, 11:17 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Each Aircraft is made for a particular route and passenger load.
That being said I can't see how Delta won't order the 77-300ER going forward.
It fits the sweet spot between carl and tsquare, I mean 777-200 and 747-400, because it carriers roughly 350 pax. The big payoff is the cargo capacity of the 773 because it actually has more cargo volume than the A380 or the 747-8i.
Roughly the 773 is 7100 cu.ft., the 747-8i 6,300 cu.ft. and the A380 5,800 cu.ft.
The 773 will carry 20 LD3 containers vs the A380 18 LD3 and the 747-8 16 LD1 containers.
The 777-300 already wins in capacity but excels after subtracting cargo capacity for passenger bags. After loading all pax bags the 777-300 has 5,200 cu.ft. remaining for gravy vs 3,000 cu.ft. for the A380 and 3,800 cu.ft. for the 747-8i.
Obviously the 747-400 has a slightly smaller cargo capacity because of the shorter fuselage vs the 747-8i...
Weight is one thing, but I'd venture to guess most air-freight cargo bulks out before hitting the weight limit unless it's batteries...
In markets with 280-360 pax/flight, I can't see how Delta won't fly the 777-300ER going forward because even with a 75% load-factor the cargo will pay the bills...
Cheers
George
That being said I can't see how Delta won't order the 77-300ER going forward.
It fits the sweet spot between carl and tsquare, I mean 777-200 and 747-400, because it carriers roughly 350 pax. The big payoff is the cargo capacity of the 773 because it actually has more cargo volume than the A380 or the 747-8i.
Roughly the 773 is 7100 cu.ft., the 747-8i 6,300 cu.ft. and the A380 5,800 cu.ft.
The 773 will carry 20 LD3 containers vs the A380 18 LD3 and the 747-8 16 LD1 containers.
The 777-300 already wins in capacity but excels after subtracting cargo capacity for passenger bags. After loading all pax bags the 777-300 has 5,200 cu.ft. remaining for gravy vs 3,000 cu.ft. for the A380 and 3,800 cu.ft. for the 747-8i.
Obviously the 747-400 has a slightly smaller cargo capacity because of the shorter fuselage vs the 747-8i...
Weight is one thing, but I'd venture to guess most air-freight cargo bulks out before hitting the weight limit unless it's batteries...
In markets with 280-360 pax/flight, I can't see how Delta won't fly the 777-300ER going forward because even with a 75% load-factor the cargo will pay the bills...
Cheers
George
03-28-2012, 04:07 AM
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Joined APC: Mar 2008
Position: 737 Capt
Posts: 1,166
I believe you are correct in your belief that having retirement medical will cause a mass exodus. A lot of guys I fly with have initially said that if they had insurance they will/would leave upon reaching 60. But upon further discussion it normally comes out that financially they are better off staying. These are all FNWA pilots due to my equipment and they have a frozen pension, I would expect the FDAL pilots to even have a higher percentage that would stay.
The WB captains have it pretty good....... Be scheduled for 12 days or so of flying per month, figure in annual vacation and sick and guys are probably averaging 8 days or less monthly of actual flying all for $200K salary + benefits.
While I do believe there would be some that would take advantage of the medical and leave I think the number would be disappointingly low.
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