80ktsClamp

I'm already dreading the day we see Haunstein and Cortelyou leave. They are the best route management guys anywhere.

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Oooh wee, T-Shane...

Denny Crane

Couldn't agree more! Hopefully they have proteges in training with them right now! Just in case.

Denny

cubflyer

Tell that to the RJ Captain the next time you need the jumpseat.........

johnso29

Ummmmmmmmmm............OK.

iaflyer

It's not about how full or not full a flight is: it's all about yield.

Also, the LGA plan is for it to be a connecting hub, although Delta will be happy to sell you a ticket LGA-BTV or wherever. Many pax will be flying GSO/BHM/CLT/MCO - BTV/ALB/SYR/ROC/BUF/MHT/PWM/BGR etc.

Over at Continental, for a long time Continental Express was flying from Newark to all those New England destination using ATR-42s, several times a day. I'm assuming they were making money.

AAflyer

Jetblue currently flies these cities 4-6 times a day with A320s, and E-190s... (Upstate NY BUF,ROC,SYR)

AAflyer

As A ROC commuter I say bring mainline DAL in!!

aewanabe

What, AAflyer, you don't like the TV's and blue chips anymore?

CANAM

Well said. Sometimes a Saab340 with 50% capacity makes more money than an MD-80 with $49.00 tickets to Orlando. There's a HUGE difference between yield and holding market share when discussing load factors.

KC10 FATboy

I don't think anyone would disagree with that Haunstien and Cortelyou have completely revamped DAL into a much more profitable airline from a route management point of view.

However, I disagree with their big premace of the right airplane for the right market. This works internationally (and seasonly), but I disagree with domestically.

DAL is using way too many aircraft domestically. It is a huge expense for training (pilots, FAs, maintenance, etc) and for having all these regionals (duplicate CEOs, training departments, safety guys, maintenance, on and on and on). Everything is duplicated and isn't necessary.

We need a long haul and short haul domestic aircraft. We need one "regional" type aircraft. Period. Trim the system.

Haven't we learned anything from Southwest? One airplane. And it saves them millions.

I would even entertain longer seat locks if it means more money in my pocket.

forgot to bid

I agree KC and it was the most logical idea to trim down fleet types (CAL trimmed down to 3, 737*/756/777) but AMR showed what happens when one AD grounds the entire fleet and creates a PR nightmare. A nightmare that saw another major competitor (who skips out on their maintenance and has holes bust open in the fuselage midflight) to come fly in and save the day for thousands of passengers and ironically be called heroes.

After the 80 debacle the idea of having 80s and A320s and 737s seemed for the first time to be an okay idea. I think they mentioned that once you have as many aircraft per fleet type as both airlines had coming into the merger then maintenance doesn't get that much cheaper. The economics of scale were already maxed, but other costs like training and such are probably not efficient as a single fleet type would be. However, on the regional side I flew for an airline that was 274 aircraft, all identical. There were definately advantages but unfortunatley now they are at a big disadvantage in that they only offer an aircraft nobody wants and thats a 50 seater. If you go down to a single fleet type it has to be one the right fit and that evidently is either the 737-700 or A319/320.

I'm talking out my butt KC, so I'll hush.

But I'd be interested to hear what revenue management would want if the CASM was identical on every domestic aircraft but they could only have two of our current fleets?

I'd also be interested to know if the CASM on an MD-90 = CRJ900, would we be willing to fly a 160 seat aircraft in a market that only demands a 100 seat aircraft and be content with a lower LF and not selling tickets cheap? Really, I'd love to just hear those guys talk, it'd be an eye opener but given we leak like a sieve, they'll never tell a pilot anything interesting.


*737-500, 737-300, 737-700, 737-800, 737-900. And they, CAL, loved the idea of the right aircraft for the right market, which interestingly enough actually means 2 aircraft smaller given that markets demand. They want a 737-800, give them a 500. They want a 737-700, givem them an ERJ-145.