Delta Payscale For Crj900?
02-01-2009, 12:41 PM
#51
Line Holder
Joined APC: Feb 2007
Position: FO CRJ-200
Posts: 90
I am all for merging wholly owned into mainline. Its a boost for every one and will provide not only better lifestyles to pilots at regionals but also makes it so that pilots flying RJ's or ERJ's arent some outsourced or subsidary pilot group but actual mainline pilots who care about there profession.
02-01-2009, 01:51 PM
#52
Gets Weekends Off
Joined APC: Mar 2007
Position: 88B - Loud Pipes Save Lives
Posts: 1,597
I am all for merging wholly owned into mainline. Its a boost for every one and will provide not only better lifestyles to pilots at regionals but also makes it so that pilots flying RJ's or ERJ's arent some outsourced or subsidary pilot group but actual mainline pilots who care about there profession.
02-01-2009, 03:37 PM
#53
Gets Weekends Off
Joined APC: Mar 2008
Posts: 3,904
Heyas,
DAL is still VERY exposed in the under 150 seat category. Had it not been for NWAs 120+ DC-9s/319s, they would have been in the hurt locker for sure, and the DAL pilots could have expected EXTREME pressure on their scope langauge.
Sooo, the venerable DC-9 has bailed out yet another airline (they really need to honor that airplane by putting it on a stick out in ATL or MSP). It is the ONLY 100 seater that is available to DAL right NOW. But DAL needs a bridge airframe to get to the C-series or next generation 100 seater (which both Boeing and Airbus say they don't want to build).
The 717 is not an option since Midwest's are going south of the border, and you won't see AirTran part with their's because THEY learned from DAL's mistake: never give cheap airplanes to someone who competes with you.
The E-195 is NOT the 100 seater that DAL wants, but in enough numbers, and with a common type with the E-175, it might just make enough sense to bring it onboard for the short term, and Compass has the turnkey operation ready to go. If it lets us capture the 70 seat market, then that would be very cool.
My guess is once DAL gets them on the property, and sees the financial advantage to having an unrestricted ability to operate them as a mainline aircraft (not to mention the operational control/quality assurance aspect), the rest of the 70 seat flying will be brought in house as well (as AirTran also learned).
The Compass guys get a pass for being right place/right time. It happens sometimes, so don't be a hater. If bringing CPZ on board also means parking/cancelling the DCI 70 seat operators, well too bad, so sad...there are checks to haul and props to turn. I for one will not shed a single crocodile tear.
Nu
DAL is still VERY exposed in the under 150 seat category. Had it not been for NWAs 120+ DC-9s/319s, they would have been in the hurt locker for sure, and the DAL pilots could have expected EXTREME pressure on their scope langauge.
Sooo, the venerable DC-9 has bailed out yet another airline (they really need to honor that airplane by putting it on a stick out in ATL or MSP). It is the ONLY 100 seater that is available to DAL right NOW. But DAL needs a bridge airframe to get to the C-series or next generation 100 seater (which both Boeing and Airbus say they don't want to build).
The 717 is not an option since Midwest's are going south of the border, and you won't see AirTran part with their's because THEY learned from DAL's mistake: never give cheap airplanes to someone who competes with you.
The E-195 is NOT the 100 seater that DAL wants, but in enough numbers, and with a common type with the E-175, it might just make enough sense to bring it onboard for the short term, and Compass has the turnkey operation ready to go. If it lets us capture the 70 seat market, then that would be very cool.
My guess is once DAL gets them on the property, and sees the financial advantage to having an unrestricted ability to operate them as a mainline aircraft (not to mention the operational control/quality assurance aspect), the rest of the 70 seat flying will be brought in house as well (as AirTran also learned).
The Compass guys get a pass for being right place/right time. It happens sometimes, so don't be a hater. If bringing CPZ on board also means parking/cancelling the DCI 70 seat operators, well too bad, so sad...there are checks to haul and props to turn. I for one will not shed a single crocodile tear.
Nu
Last edited by NuGuy; 02-01-2009 at 03:42 PM.
02-01-2009, 05:16 PM
#55
Gets Weekends Off
Joined APC: Mar 2007
Position: 88B - Loud Pipes Save Lives
Posts: 1,597
You are correct. There is a minimum threshold of flying that Skywest gets as a result of the ASA buyout. However, Comair and Mesaba have no contracts. I believe we have everything to gain and nothing to lose by bringing Compass onto our list and certificate. They were already screened by NWA in the interview process so if we trust NWA's judgement on the 5000 guys they already had, I don't see any reason to doubt the talent of the rest. Welcome aboard I say.
02-01-2009, 05:39 PM
#56
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
A few thoughts.
First, The ASA DCI contract is the template for all contracts that were signed in the last few years, sans Mesa and a few other small operators. Now with the ASA contract they are given a min threshold here in ATL. Now as we approach year three and five in this deal there are certain benchmarks that need to be met. If they are not, there are penalties for ASA and SKW. Year three is now and five in two year.
Now as it pertains to the E-190/195. DAL had the option to place a large order of these about four years ago. Problem was they wanted 10 year leases and the only option that they had was 20 year leases. This made them a non-viable option for a short term program for DAL.
Now with many operators going CH 7 you may see enough on the open market that we could pick up a few from IFLC or the like for the short term, but it is not a long term jet DAL wants. IMHO the only way you would see us take them on long term is for a airline acquisition.
It is a great platform and that is why DAL makes their DCI operators carry the loan. If they do not want them long term it is not DAL's issue.
First, The ASA DCI contract is the template for all contracts that were signed in the last few years, sans Mesa and a few other small operators. Now with the ASA contract they are given a min threshold here in ATL. Now as we approach year three and five in this deal there are certain benchmarks that need to be met. If they are not, there are penalties for ASA and SKW. Year three is now and five in two year.
Now as it pertains to the E-190/195. DAL had the option to place a large order of these about four years ago. Problem was they wanted 10 year leases and the only option that they had was 20 year leases. This made them a non-viable option for a short term program for DAL.
Now with many operators going CH 7 you may see enough on the open market that we could pick up a few from IFLC or the like for the short term, but it is not a long term jet DAL wants. IMHO the only way you would see us take them on long term is for a airline acquisition.
It is a great platform and that is why DAL makes their DCI operators carry the loan. If they do not want them long term it is not DAL's issue.
02-01-2009, 05:41 PM
#57
Happy to be here
Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
Also remember that it would be a lot cheaper to have CPZ on the list when we hire. That way they would not be behind the power curve on that ticket. Isn't it 20 or 30 per month that need to come from CPZ?
02-01-2009, 06:46 PM
#59
looking for underboob
Joined APC: Aug 2007
Position: NYC 7ER LCA
Posts: 902
02-01-2009, 07:06 PM
#60
Gets Weekends Off
Joined APC: Jan 2008
Position: blueJet
Posts: 4,535
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