Any "Latest & Greatest" about Delta?
Very good question... how much would a mainline pilot be willing to work for to regain and fly a 76 seater? Let's hear to some dollar amounts.
If mainline pilots would be willing to fly them for $70 an hour like the regionals are, do you think management would be all over this-in order to regain synergies, or do you think they have 6+ different regionals in order to keep dis-unity in place?
If mainline pilots would be willing to fly them for $70 an hour like the regionals are, do you think management would be all over this-in order to regain synergies, or do you think they have 6+ different regionals in order to keep dis-unity in place?
CRJ 900 - 2nd year F/O 58.58 3rd Year F/O 67.44 4th year F/O 69.04
CRJ 900 - 12 year CA - $116.46.
Can't speak to new rates but this is the current rates so you don't have to guess how much.
As long as there is a domestic codeshare with AS the "line in the sand" about 76-seats at DCI seems academic to me:
I want that type of scope closed, pronto. Same goes for Virgin Australia and the imminent JV:
In return Delta can place it's code on unlimited VA flights so long as it's not more than 175 pax
In speaking to other pilots recently I noticed that many seem unaware or uninformed about these arrangements, perhaps because the side of the plane doesn't sport the name Delta "as part of a phrase," but the threat from domestic codeshare and international JVs is real and we are contractually naked when it comes to either...
As crappy as the current 3-year open compliance window is for our AFKLM/AZ JV, the rest of that agreement still is some of the best codeshare language we have. Close the 3 year window and make it right and I won't have complaints...
Looking ahead debating the 76-seat conundrum seems petty considering multinational JVs.
What if Delta entered into a JV with Emirates tomorrow?
As it stands today our PWA, Delta could place 175 pax on every Emirates flight...so long as there were 4 Delta flights per week to DXB,
Closing that loophole is a much more pressing concern. What is the CASM for Emirates on the 777-300ER, or the A380?
Cheers
George
- AS can carry 86 pax per plane, DCI caps out at 76
- AS can perform up to 25% of all hub-to-hub flying, DCI is limited to 6%
I want that type of scope closed, pronto. Same goes for Virgin Australia and the imminent JV:
- VA gets 3 LAX Australia flights, DAL get one
- VA flies 777-300, DAL flies 777-200
- Vigin Australia pilots connect beyond pax in Australia
- In the US AS, DCI and Delta share beyond passengers
In return Delta can place it's code on unlimited VA flights so long as it's not more than 175 pax
In speaking to other pilots recently I noticed that many seem unaware or uninformed about these arrangements, perhaps because the side of the plane doesn't sport the name Delta "as part of a phrase," but the threat from domestic codeshare and international JVs is real and we are contractually naked when it comes to either...
As crappy as the current 3-year open compliance window is for our AFKLM/AZ JV, the rest of that agreement still is some of the best codeshare language we have. Close the 3 year window and make it right and I won't have complaints...
Looking ahead debating the 76-seat conundrum seems petty considering multinational JVs.
What if Delta entered into a JV with Emirates tomorrow?
As it stands today our PWA, Delta could place 175 pax on every Emirates flight...so long as there were 4 Delta flights per week to DXB,
Closing that loophole is a much more pressing concern. What is the CASM for Emirates on the 777-300ER, or the A380?
Cheers
George
Exactly and that is why Section 1 needs major improvements. I have been using the Virgin Australia and EK examples as ways that we could get totally hosed and it would all be on the up and up with the wording in the PWA.
Gets Weekends Off
Joined APC: Nov 2009
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I went to CDG on Friday and checked the loads on Travelnet-AF has 5 flights a day from JFK. A-380, 2 777's, A340, and one A330. We get one light twin.
Can't abide NAI
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Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
Bar, can you humor me and tell me how your scenario would play out and how it might result in a "redone" Tentative Agreement? (read: "vastly improved" with the operative word being: agreement)
How does what you say get us from the point of the "undo" TA...to a "redo" TA...or will we just have to wait til next time?
Thanks in advance
How does what you say get us from the point of the "undo" TA...to a "redo" TA...or will we just have to wait til next time?
Thanks in advance
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,596
Before the AF codeshare we had 1 flight a day to Paris Orly from JFK and one from ATL. We could not even get into CDG. How many total flights to Paris do we have today?
Gets Weekends Off
Joined APC: Aug 2010
Posts: 2,530
Business & Technology | Boeing's key Wichita supplier hit hard by tornado | Seattle Times Newspaper
This might change the details on a 717/737 swap.
This might change the details on a 717/737 swap.
As long as there is a domestic codeshare with AS the "line in the sand" about 76-seats at DCI seems academic to me:
I want that type of scope closed, pronto. Same goes for Virgin Australia and the imminent JV:
In return Delta can place it's code on unlimited VA flights so long as it's not more than 175 pax
In speaking to other pilots recently I noticed that many seem unaware or uninformed about these arrangements, perhaps because the side of the plane doesn't sport the name Delta "as part of a phrase," but the threat from domestic codeshare and international JVs is real and we are contractually naked when it comes to either...
As crappy as the current 3-year open compliance window is for our AFKLM/AZ JV, the rest of that agreement still is some of the best codeshare language we have. Close the 3 year window and make it right and I won't have complaints...
Looking ahead debating the 76-seat conundrum seems petty considering multinational JVs.
What if Delta entered into a JV with Emirates tomorrow?
As it stands today our PWA, Delta could place 175 pax on every Emirates flight...so long as there were 4 Delta flights per week to DXB,
Closing that loophole is a much more pressing concern. What is the CASM for Emirates on the 777-300ER, or the A380?
Cheers
George
- AS can carry 86 pax per plane, DCI caps out at 76
- AS can perform up to 25% of all hub-to-hub flying, DCI is limited to 6%
I want that type of scope closed, pronto. Same goes for Virgin Australia and the imminent JV:
- VA gets 3 LAX Australia flights, DAL get one
- VA flies 777-300, DAL flies 777-200
- Vigin Australia pilots connect beyond pax in Australia
- In the US AS, DCI and Delta share beyond passengers
In return Delta can place it's code on unlimited VA flights so long as it's not more than 175 pax
In speaking to other pilots recently I noticed that many seem unaware or uninformed about these arrangements, perhaps because the side of the plane doesn't sport the name Delta "as part of a phrase," but the threat from domestic codeshare and international JVs is real and we are contractually naked when it comes to either...
As crappy as the current 3-year open compliance window is for our AFKLM/AZ JV, the rest of that agreement still is some of the best codeshare language we have. Close the 3 year window and make it right and I won't have complaints...
Looking ahead debating the 76-seat conundrum seems petty considering multinational JVs.
What if Delta entered into a JV with Emirates tomorrow?
As it stands today our PWA, Delta could place 175 pax on every Emirates flight...so long as there were 4 Delta flights per week to DXB,
Closing that loophole is a much more pressing concern. What is the CASM for Emirates on the 777-300ER, or the A380?
Cheers
George
George;
Great BIG picture post.
Gets Weekends Off
Joined APC: Jul 2007
Position: Left seat of a little plane
Posts: 2,431
Careful now. You are actually injecting facts into the equation...strictly verboten here! They aren't as much fun as venting.
I don't buy this. NWA had tons of dc-9s which are/were the same size as the current rj's. Those old fashioned mainline Douglas rj's did not limit NWA's larger aircraft flying. If anything it supplied mainline pay and customer service which helped increase the number of larger aircraft at Northwest. Bring the rj's here, I'll fly 'em!
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
or
Again ... you have to view the service from a cost perspective.
and ... this was the reason a former Delta MEC Chairman gave ... not mine & I don't agree with him. I'm just pointing out that there are many people who think CRj 900's at mainline (or 717's or any small jet) are a threat to flying by larger aircraft.
I don't buy this7. NWA haad tons of dc-9s which are/were the same size as the current rj's. Those old fashioned mainline Douglas rj's did not limit NWA's larger aircraft flying. If anything it supplied mainline pay and customer service which helped increase the number of larger aircraft at Northwest. Bring the rj's here, I'll fly 'em!
and ... this was the reason a former Delta MEC Chairman gave ... not mine & I don't agree with him. I'm just pointing out that there are many people who think CRj 900's at mainline (or 717's or any small jet) are a threat to flying by larger aircraft.
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