Originally Posted by johnso29 (Post 1203404)

I prefer 2 767-300ERs to 1 A380. Good thing we get the bigger cut of the flying. :)

Originally Posted by forgot to bid (Post 1203406)

I do too.

I prefer 2 anythings to a A380.

But I prefer at least 1 74F to 0 74Fs.

http://www.flightglobal.com/blogs/ai...7400Flarge.jpg

You saw the business plan Slow, any cargo talks or will ours only be counter-to-counter?

btw, the 50 seater swap for 76 seaters, I guess no E-175s right?

Saw 4 billboards today in ATL alone to complement the APCF banner ad experience of Delta E-175 ads. Seems the only time they show an airplane in a Delta ad it's an E-175 or the 744.

Originally Posted by johnso29 (Post 1203522)

No they could not have. Delta owns the jets. Had 9e liquidated, Delta would still be obligated to pay the leases. Then they would be paying for parked airplanes.

Originally Posted by Columbia (Post 1203796)

If you really want to compare paychecks with SWA, you need to look at W-2s. You'll fall out of your chair when you see the real difference. Also, compare 5-year FO to 5-year FO. I do know a good friend of mine at SWA had a $155K w-2 last year while he averaged 13 days/month (non vacation months only) worked. It's all in the credit (can you say 6.5/day min?)

Originally Posted by Delta1067 (Post 1203466)

1st of all the MEC isn't showing the survey results because there is a chance the TA may be voted down and then they have to go back to the table with management.

As far as the TA not containing "what was called for in the survey". Just because it's in the survey doesn't mean it is going to be in the TA. Lets assume the survey showed an average DOS raise of 40% with 10/10/J10. Would you honestly expect the NC to come back with such a home run package. The NC brought to the pilot group as much as they believed could be extracted from the company under the current circumstances and situations. You are living in fantasy land if you expect the TA to mirror the results of the survey. They used the survey for guidance as to how to slice the pie but management is only willing to give us so much pie to cut up.

Originally Posted by gloopy (Post 1203928)

Or put out another labor busting RFP and watch as the waters froth up in another bidding war. I doubt they would have been out much.

Originally Posted by vprMatrix (Post 1203772)

Sailing,

Out of curiosity, did the data show we couldn't be cost competitive against DCI or against other mainline aircraft like the 737-700, A319, DC-9, and now the 717?

It seems to me that it would be hard to compete against regional carriers since there are so many and they tend to keep their longevity low in addition to being willing to undercut crew cost. When the cost start to rise the mainline partners starts squeezing and the flying gets transferred to the next regional start-up that will start the longevity all over again. I've said it before, but if we ever outsourced the 737s I believe that it would always be too expensive to recapture that flying as well, not because we couldn't do it competitively but because other pilot groups would be willing to undercut us by at least 30%.

I know that the smaller a plane gets the less efficient it is but I still believe that comparing the current regional fleet to the current small narrow body fleet at Delta makes the 76-86 seat RJ competitive.

Slowplay quoted a number on one of these threads that it would cost 30% more to do the flying ourselves. To me it looks like most of that is crew cost to bring the RJs inline with other narrowbody cost per seat. I'm sure there is a RASM issue but it looks like Delta is doing well by adding the first class seats to the RJ product. By flying them at mainline they could also add more coach seats to help increase the RASM.

Originally Posted by sailingfun (Post 1203759)

They don't have to park the 50 seaters. DCI is doing just fine at the moment. What they are trying to do is create more profit margin which is the primary goal of management. They will look at the cost of a contract verses the costs to park 50 seaters combined with the capital costs to purchase replacement aircraft. At some point those cost lines come together. Thats management point of no return so to speak. We don't know their exact number but we have a pretty good idea. They will go with the concept that produces the most profit.