Alright inevitable questions, no big moves until fall 2010 as far as equipment and bases, SO... the 764 JFK flying will be done with ATL crews (my word the Roosevelt will be packed), DC9s to ATL and 88s back to NYC, so doesn't all this deadheading really bring to fruition the talk that we needed every pilot we had post SOC until fall of 2010?

And if fall of 2010 is in the midst of a slow U in the economy, does that buy us junior guys more time?

And how in the hell is Boeing not giving updates in over a year+ on the 787 to a CEO who has them on order? And in light of the conversation earlier on the Cseries and E195, interesting to hear what they have to say and specifically on the E195. It bolsters the rumor that we wanted short term leases (I think we wanted 5 or 10 years, can't remember) to fill the gap until Boeing or Airbus had new narrowbodies but Embraer wouldn't budge (wanted double I think?) and thus no new 100-120 seat jet on property.

And its interesting about using cash to buy up key assets as they become available, like slots. Glad to be at an airline with cash and people willing to use it to beat others while they're down.

Interesting move on the 747s and no talk about 777s? We're becoming NWA, keep the old stuff cuz it works long time and will be paid for for long time. So if we're going to overfly NRT, will that be out of DTW? And if 747s are going out over the Atlantic does that mean the 777 will be doing the overflying?

And commuting Captains behold, RA wants you in charge of that cost index. 200 here we come! Of course, you land early in ATL, like 5 minutes early, you wait for gate.