Originally Posted by
georgetg
You are absolutely correct. It's just the characterization of these ratios and what they do that is incorrect. And it is important to point out that the ratios represent a minimum "safety net." there is nothing to prevent Delta from adding more mainline flying.
I do think its important to put into real prespective what realistic gains are achievable with the ratios and I'm afraid expectations are being set up such that the final ratio should we ever need it falls well below what pilots expected.
Most likely DCI will see a reduction in block hours (my rep hinted at that). That means the actual mainline block hour gain gain will be less than what the ratio increase from 1.19 to 1.56 would suggest.
Easy example:
100 DBH (1)
119 MBH (1.19)
Ratio 1.19 MBH to 1 DBH (this is where we are right now)
reduce DCI by 25%
80 DBH (1)
117 MBH (1.56)
So if we add 70 more 76-set jets at DCI and reduce their block-hours by 25%, the minimum mainline block-hours required will be nearly 2% less than we have today.
Because we have a ratio, a higher reduction in DCI block hours results in a lower baseline for mainline.
I'll leave it up to each individual to define "significant."
Cheers
George
In italics:
Not sure if it is a true reduction. Best case I see a mainline jet count like we did at SOC. If I am wrong, show me the work. With the work rule changes, we still would have less pilots and less pilots per seat.
In the bold:
Ratios are a funny thing, and the higher ratios at the end are a result of DCI being shrunk with 50's being parked.
I see this whole part of the PWA as a protection if we shrink, not a guarantee to grow. We hit the ratios with the known aircraft retirements and deliveries at mainline (possible sans the 717) and the retirements at DCI. The catch 22 is the non-compliance provision. It states "anything beyond Delta's control." Well we would generally shrink from a bad economy or a black swan event, and aren't those our of DAL's control? Its a lot more vague than force majure.