It would have to be a couple years or so just to handle the paint, interior, inspections, ramping up mechanics and parts (even if a lot of that comes from former AT mechs and stocks it still takes time) and creating a training program, check airmen, manuals, etc.

And SWA has already ordered 208 (19Billion worth at list price) 737's including 58 current technology ones to expidite deliveries. At the same time, Boeing is in the process of increasing the 737 assembly line 40% in the next 2 years.

The replacemenets of the 717 are already paid for and on the way and SWA is dumping them regardless of what DL does. Also, SWA would have to furlough some of their "pure" post merger SWA hires in order to do anything nasty to the AT 717 pilots. The size of the fleet likely doesn't come anywhere near SWA's fragmentation clause as well.

The former Tranny guys will be fine in all this. As for DL being the one that gets them, I'll believe it when its on our ramp. And on our certificate. And crewed by our pilots. And actually flying revenue.

Even then it will probably be a replacement for all the DC-9's and even some more older 320's and 319's and maybe some older 88's and a 767 or two, and DL would probably send over some 737's in trade. I'd guess that even if DL got them all, as fast as they could get them, it would take a couple years or more and a good percentage of them would replace current mainline equipment in that timeframe. This is not a fragmentation of SWA/AT. Not even close. This is a garden variety fleet change that is going to happen anyway. Other than a manager or two, there won't be pilots coming with the planes because it would make no sense and isn't required. Some would replace RJ flying of course, although all this depends on if we give up scope, even if its branded as "improving the production balance". We'll see.