He also shot down the ALK rumor too. Did not seem to want to talk about AMR from what I have heard.

First, lets wait and see what the facts of a transaction, if any are before we start determining a seniority list. Second, going from a carrier like HAL to a global airline like DAL is a big jump.

If our stock price does not do something I think the Board will be looking to replace Anderson. "Capacity reductions are our leverage" is depressing the value of Delta Air Lines. Given as much as we are doing right our stock should be more desireable than it is. We really need to stop shrinking away in the marketplace.No, it is entirely arbitrary. It sounds better than 9.9% and rolls off the toungue easier than 10.3%

I proffer if you are aiming for 10%, you're still a fool for leaving 9.9% at the gate and a complete idiot when you leave 15% because you've pulled so much capacity there simply isn't any room available on a preferred flight.

9% on DCI is probably >10% if you cut the parasitic losses of redundant management structures.

We are moving the right direction by pulling some flying back and securing a fuel supply. But, from a network perspective I am not sure we are playing the game to win it.

Lets take the example of the Company run by the Chairman of our Board, Kodak. Kodak was a true innovator. In fact, they invented the digital camera and the technology which improved it. However, they never brought a credible product to market. The "codeshared" from other camera builders, who adapted Kodak's technology, then used it to make Kodak itself obsolete. When Fujifilm came to the US, they were considered a Virgin America type threat ... no one will switch.

In business there is no status quo. You have to be either wining and growing or losing and shrinking. Kodak was never able to shrink itself to sustained profitability.

Jump up, or jump, as in off a cliff?

When we look at HA, our network guys must be dreaming of how many markets we could pull out of, thus "increasing our leverage."

I really think its much more complicated then that. A HAL pilot can expect to hold 2 airplanes in his career(at this time), the A330 and the B717. A DAL pilot can expect to make it to the B747 & the B777 in addition to the B767-400 & A330. We have more WB options then they have total options from a career expectation standpoint. Potential career earnings are higher for a DAL guy.

Plus, unless HAL pilots want their bases to be invaded by DAL guys they're going to have to spend some capital on fencing their bases. I think the expectation that they're going to slide into a senior WB position, simply because they hold the crummy A330 trips due to senior guys wanting to do island flying and be home every night, is definitely jumping to conclusions.

Yup. In 1987, three weeks prior to the DL/Western merger, Harry A. was at a BOS pilot lounge Q/A meeting.

When asked directly if we were going to merge with anyone soon (the rumor even back then was NW) he said;

"Absolutely NOT, we want to grow from within!"

:rolleyes:

A year later they were putting new 757/767 time into SLC and taking it out of BOS, Western 737 Capt.s were upgrading to the 767 and their pay basically doubled.

I just hope that once in my career, someone Buys Delta, and screws me like that.

Or, he can:
MD88 - New Hire, 767 - Line holder, Merge, 737 - Displacement, MD88 - Displacement, 737 - reinstatement, MD88 - Displacement, Consider moving, 737 - reinstatement, MD88 - displacement, consider changing name to Ignigo Montoya and moving to the Middle East without telling the wife, 737 - reinstatement, Looking at the 717 while thinking, they must'a fixed all the crap that's wrong with the MD88, right?

I'm telling you, career progression is way over rated. Why would anyone want to be based in Hawaii for a growing company flying a wide body international in and out of paradise. Who would trade a DC-9 in Minnesota, in Februgly, for that?

Or he could bid out of ATL and hold a line on the 757/767. ;)

Is your real name also, Ignigo Montoya?

I'm not at liberty to say. :D