Originally Posted by
Vsop
Since I agree that the business case is different for a NB to fly transatlantic, I tried to find a list of current routes that are being operated by NB transatlantic to see what airlines are doing. The most current information I found was from early 2022 and surprisingly, to me at least, WB heavy weight United lead the way with most routes by a U.S. or E.U. legacy carrier. United operates all of these on a 757.
- Chicago to Dublin
- Chicago to Edinburgh
- Chicago to Keflavik
- Newark to Edinburgh
- Newark to Porto
- Newark to Keflavik
- Newark to Shannon
- Newark to Stockholm
- Washington to Dublin
- Washington to Edinburgh
- Washington to Lisbon
- Washington to London Heathrow
- Washington to Madrid
I like that Bucking has pointed out that there is at least a 40% cap on seats we can sell if a partner decides to operate this type of system. That still to me kinda sounds like a 60/40 split the wrong way for us though.
It’s better than nothing, but well below what I would want.
Bucking please forgive my ignorance, but I might see a loophole in 1.E.2
1.E.2 Without the consent of the Delta MEC, neither the Company nor any Company affiliate will enter into or maintain an agreement or arrangement with any foreign air carrier performing international partner flying that permits the Company or any Company affiliate to book or ticket under the Company’s or Company affiliate’s designator code, reserve, block, and/or purchase for resale:
My question is does the company have to enter into an agreement on each route or just with a partner airline? Could the company argue that since we already have an agreement with AF as an example that AF can operate outside of this section? I don’t know the answer to this I’m just looking for clarification and trying to find how the company plans to exploit scope.
So far, an "agreement" has meant a full-on production balance Joint Venture agreement. The new Global Scope automates that process, adding international wide-body flying, but does NOT add narrow-body flying. Narrow-body flying reverts to 1 E. 2. .... now in the past some narrow-body flying was carved out to NOT sell any DL code. Some of the French islands to MIA were excluded.
So say DL and XX airlines offer the route for sale and 60% of the tickets sold are DL seats. Then management has the choice of leaving 20% of the $$ behind, or, operating the jet with DL pilots. ... and in the event DL can sell > 40% management probably wants to operate a DL jet and keep as much $ it can. (generating revenue means more than the ~7% of the airline's costs that our services represent)
We want the trigger to Fly Delta lower (more flying to us). ((and a cool part of the Global Scope agreement is that it lowers that trigger to 30% to count it in the mix (but lets not confuse things)).