Any "Latest & Greatest" about Delta?
11-12-2012, 12:06 PM
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
Originally Posted by gloopy
We're definately doing some things right for sure. But for long term sustainability, we can't keep shrinking to profitability. I'm pleased to see us taking it to JB and VA in limited circumstances/markets. That's definately a positive sign IMO. But that's over shadowed by the blank check our management's given to a rabidly ambitious Alaska as well as admissions from our VP's that we're running from marketshare to yield to the dual subsidized SJS super premium "heros of Farnsborough" foreign carriers. That can not continue. Something has to give. It will be them or it will be us. The domestic LCC's have hundreds of growth narrowbodies on firm order too and many are planing on further invading DL hubs counting on us gifting them that capacity to preserve our margins at any cost. Again, something will have to give and I'm still not confident we are able, and especially willing, to compete and win, long term.
We can't just keep shrinking to buff the margins. That is pure genius quarter to quarter but very distructive in the long run.
Yeah I know, once we hit 10B in debt magic will happen, etc.
We can't just keep shrinking to buff the margins. That is pure genius quarter to quarter but very distructive in the long run.
Yeah I know, once we hit 10B in debt magic will happen, etc.
11-12-2012, 12:12 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Average daily seats comparison from Oct 08 to Oct 12 (16 largest DL cities on 2012):
Hub/ Oct08/ Oct12/ Chg/ Pct chg
ATL: 112,804/120,540/7,737/6.9%
DTW: 44,968/42,629/(2,339)/(5.2%)
MSP: 44,280/40,824/(3,456)/(7.8%)
SLC: 22,173/22,591/418/1.9%
LGA: 13,928/22,481/8,552/61.4%
JFK: 20,672/20,243/(429)/(2.1%)
LAX: 9,755/13,871/4,116/42.2%
MEM: 16,979/8,239/(8,740)/(51.5%)
CVG: 19,882/8,112/(11,771)/(59.2%)
MCO: 7,683/7,983/300/3.9%
BOS: 10,057/7,778/(2,279)/(22.7%)
NRT: 7,354/6,470/(885)/(12.0%)
LAS: 5,608/6,383/775/13.8%
DCA: 8,232/5,933/(2,299)/(27.9%)
SFO: 4,669/5,683/1,014/21.7%
SEA: 5,908/5,575/(333)/(5.6%)
Total system capacity down 9% compared to Oct 2008.
Hub/ Oct08/ Oct12/ Chg/ Pct chg
ATL: 112,804/120,540/7,737/6.9%
DTW: 44,968/42,629/(2,339)/(5.2%)
MSP: 44,280/40,824/(3,456)/(7.8%)
SLC: 22,173/22,591/418/1.9%
LGA: 13,928/22,481/8,552/61.4%
JFK: 20,672/20,243/(429)/(2.1%)
LAX: 9,755/13,871/4,116/42.2%
MEM: 16,979/8,239/(8,740)/(51.5%)
CVG: 19,882/8,112/(11,771)/(59.2%)
MCO: 7,683/7,983/300/3.9%
BOS: 10,057/7,778/(2,279)/(22.7%)
NRT: 7,354/6,470/(885)/(12.0%)
LAS: 5,608/6,383/775/13.8%
DCA: 8,232/5,933/(2,299)/(27.9%)
SFO: 4,669/5,683/1,014/21.7%
SEA: 5,908/5,575/(333)/(5.6%)
Total system capacity down 9% compared to Oct 2008.
11-12-2012, 12:21 PM
Gets Weekends Off
Joined APC: Jun 2009
Posts: 5,113
About this shortage of inexpensive pilots...
I saw an interesting post elsewhere that made me think about the "shortage", and the leverage it would produce for us. I've been thinking that, with the supply of pilots going down, our value would go up. After all, considering what we make now, who is going to want to risk the intial investment, and the uncertain outcome, of starting an airline pilot career?
Which answers my own question. You don't have to make the career worth the investment, you just need to remove the investment hurdle. What if, in lieu of a signing bonus, airlines provided free training in a 2-year program for hand-picked applicants? College requirement: waived. College debt: zero. Time to graduate: cut in half.
Negotiate something with the FAA to further loosen the 750-hour requirement under the excuse of needing to match the JAA Multi-Crew Pilot license, invest a few million in lobbying, say... 500 hours (more than the Europeans). Put in proper training notes so that people have a lengthy commitment, and you have a program.
Think that wouldn't attract some pretty bright people?
Depressing, I know, but it seems to me you could get pilots cheaper by investing heavily in the new pilots, not the old pilots. I wonder if the contract allows the company to have future pilots on the book that aren't pilots yet?
I saw an interesting post elsewhere that made me think about the "shortage", and the leverage it would produce for us. I've been thinking that, with the supply of pilots going down, our value would go up. After all, considering what we make now, who is going to want to risk the intial investment, and the uncertain outcome, of starting an airline pilot career?
Which answers my own question. You don't have to make the career worth the investment, you just need to remove the investment hurdle. What if, in lieu of a signing bonus, airlines provided free training in a 2-year program for hand-picked applicants? College requirement: waived. College debt: zero. Time to graduate: cut in half.
Negotiate something with the FAA to further loosen the 750-hour requirement under the excuse of needing to match the JAA Multi-Crew Pilot license, invest a few million in lobbying, say... 500 hours (more than the Europeans). Put in proper training notes so that people have a lengthy commitment, and you have a program.
Think that wouldn't attract some pretty bright people?
Depressing, I know, but it seems to me you could get pilots cheaper by investing heavily in the new pilots, not the old pilots. I wonder if the contract allows the company to have future pilots on the book that aren't pilots yet?
11-12-2012, 12:21 PM
Banned
Joined APC: Oct 2012
Posts: 335
I'm looking to get a new headset, I've been looking at the Bose A20, the Telex 850, Sennheiser HMEC 46 and also Telex's new Ascend headset.
Anyone have any experience with these?
The Bose appears to be the best, but I'm concerned that the passive noise reduction will block out the other pilot, not just general conversation, but also checklists. Maybe this headset is better suited for GA aircraft or turboprops then our jets. Is that a valid concern?
Does the Sennheiser and Telex 850 do an adequate reducing noise?
And what about this Ascend headset from Telex. Looks interesting in that it uses the aircraft power, not batteries, like the 850, but can also be used in the back of the aircraft listening to music on your iPhone or watching a movie. Seems a little more substantial than the 850.
I'd be interested in hearing about any experience with these or other headsets in our Delta aircraft.
Anyone have any experience with these?
The Bose appears to be the best, but I'm concerned that the passive noise reduction will block out the other pilot, not just general conversation, but also checklists. Maybe this headset is better suited for GA aircraft or turboprops then our jets. Is that a valid concern?
Does the Sennheiser and Telex 850 do an adequate reducing noise?
And what about this Ascend headset from Telex. Looks interesting in that it uses the aircraft power, not batteries, like the 850, but can also be used in the back of the aircraft listening to music on your iPhone or watching a movie. Seems a little more substantial than the 850.
I'd be interested in hearing about any experience with these or other headsets in our Delta aircraft.
11-12-2012, 12:22 PM
Gets Weekends Off
Joined APC: Jun 2008
Posts: 3,716
Originally Posted by APCLurker
Exactly.
And the consequences of the actions I am seeing are:
-A seniority list that has been shrinking since the merger.
-Hiring that keeps slipping into the future, even though economic conditions are no materially worse now than during the TA sales-job.
-The loving embrace of codesharing.
Speaking of which, had a first-hand look at codesharing as it relates to our jobs: someone I know had a trip for work to western Canada. Delta ticket, from one of our hubs. 4 legs of flying, roughly 3500 miles traveled. Not once did they set foot on a Delta mainline aircraft.
-Backwards movement since the merger that myself and many others are experiencing. After this AE (backwards another @9 spots), and if crew resources does what they are saying in my category on the next AE, I am looking at the potential of being bumped off a relatively junior narrowbody (along with the paycut) over 11 years after hired.
-Cry for help on the slot swap followed by an initial 90% RJ's. And to those that say "it's less now." OK, what is that 90% rj allocation of flights down to now?
So you are exactly right Shiznit. Look at what is actually happening, and don't listen to the words and projections.
And the consequences of the actions I am seeing are:
-A seniority list that has been shrinking since the merger.
-Hiring that keeps slipping into the future, even though economic conditions are no materially worse now than during the TA sales-job.
-The loving embrace of codesharing.
Speaking of which, had a first-hand look at codesharing as it relates to our jobs: someone I know had a trip for work to western Canada. Delta ticket, from one of our hubs. 4 legs of flying, roughly 3500 miles traveled. Not once did they set foot on a Delta mainline aircraft.
-Backwards movement since the merger that myself and many others are experiencing. After this AE (backwards another @9 spots), and if crew resources does what they are saying in my category on the next AE, I am looking at the potential of being bumped off a relatively junior narrowbody (along with the paycut) over 11 years after hired.
-Cry for help on the slot swap followed by an initial 90% RJ's. And to those that say "it's less now." OK, what is that 90% rj allocation of flights down to now?
So you are exactly right Shiznit. Look at what is actually happening, and don't listen to the words and projections.
11-12-2012, 12:25 PM
Gets Weekends Off
Joined APC: Jun 2009
Posts: 5,113
Originally Posted by iceman49
Anderson ran an extremely lean operation at NWA (a good thing for profitability) , based on past history I would think that we will only hire when we absolutely have to and I would think that green slips will happen less and less.
11-12-2012, 12:25 PM
Gets Weekends Off
Joined APC: Apr 2007
Posts: 4,516
Originally Posted by 80ktsClamp
Average daily seats comparison from Oct 08 to Oct 12 (16 largest DL cities on 2012):
Hub/ Oct08/ Oct12/ Chg/ Pct chg
ATL: 112,804/120,540/7,737/6.9%
DTW: 44,968/42,629/(2,339)/(5.2%)
MSP: 44,280/40,824/(3,456)/(7.8%)
SLC: 22,173/22,591/418/1.9%
LGA: 13,928/22,481/8,552/61.4%
JFK: 20,672/20,243/(429)/(2.1%)
LAX: 9,755/13,871/4,116/42.2%
MEM: 16,979/8,239/(8,740)/(51.5%)
CVG: 19,882/8,112/(11,771)/(59.2%)
MCO: 7,683/7,983/300/3.9%
BOS: 10,057/7,778/(2,279)/(22.7%)
NRT: 7,354/6,470/(885)/(12.0%)
LAS: 5,608/6,383/775/13.8%
DCA: 8,232/5,933/(2,299)/(27.9%)
SFO: 4,669/5,683/1,014/21.7%
SEA: 5,908/5,575/(333)/(5.6%)
Total system capacity down 9% compared to Oct 2008.
Hub/ Oct08/ Oct12/ Chg/ Pct chg
ATL: 112,804/120,540/7,737/6.9%
DTW: 44,968/42,629/(2,339)/(5.2%)
MSP: 44,280/40,824/(3,456)/(7.8%)
SLC: 22,173/22,591/418/1.9%
LGA: 13,928/22,481/8,552/61.4%
JFK: 20,672/20,243/(429)/(2.1%)
LAX: 9,755/13,871/4,116/42.2%
MEM: 16,979/8,239/(8,740)/(51.5%)
CVG: 19,882/8,112/(11,771)/(59.2%)
MCO: 7,683/7,983/300/3.9%
BOS: 10,057/7,778/(2,279)/(22.7%)
NRT: 7,354/6,470/(885)/(12.0%)
LAS: 5,608/6,383/775/13.8%
DCA: 8,232/5,933/(2,299)/(27.9%)
SFO: 4,669/5,683/1,014/21.7%
SEA: 5,908/5,575/(333)/(5.6%)
Total system capacity down 9% compared to Oct 2008.
11-12-2012, 12:28 PM
Gets Weekends Off
Joined APC: Jun 2008
Posts: 3,716
Ignite
At the top right hand corner of Dnet there is a survey that will occur weekly, might be worth everyone taking a look at it.
11-12-2012, 12:29 PM
Doing Nothing
Joined APC: Aug 2010
Posts: 1,316
Originally Posted by Sink r8
About this shortage of inexpensive pilots...
I saw an interesting post elsewhere that made me think about the "shortage", and the leverage it would produce for us. I've been thinking that, with the supply of pilots going down, our value would go up. After all, considering what we make now, who is going to want to risk the intial investment, and the uncertain outcome, of starting an airline pilot career?
Which answers my own question. You don't have to make the career worth the investment, you just need to remove the investment hurdle. What if, in lieu of a signing bonus, airlines provided free training in a 2-year program for hand-picked applicants? College requirement: waived. College debt: zero. Time to graduate: cut in half.
Negotiate something with the FAA to further loosen the 750-hour requirement under the excuse of needing to match the JAA Multi-Crew Pilot license, invest a few million in lobbying, say... 500 hours (more than the Europeans). Put in proper training notes so that people have a lengthy commitment, and you have a program.
Think that wouldn't attract some pretty bright people?
Depressing, I know, but it seems to me you could get pilots cheaper by investing heavily in the new pilots, not the old pilots. I wonder if the contract allows the company to have future pilots on the book that aren't pilots yet?
I saw an interesting post elsewhere that made me think about the "shortage", and the leverage it would produce for us. I've been thinking that, with the supply of pilots going down, our value would go up. After all, considering what we make now, who is going to want to risk the intial investment, and the uncertain outcome, of starting an airline pilot career?
Which answers my own question. You don't have to make the career worth the investment, you just need to remove the investment hurdle. What if, in lieu of a signing bonus, airlines provided free training in a 2-year program for hand-picked applicants? College requirement: waived. College debt: zero. Time to graduate: cut in half.
Negotiate something with the FAA to further loosen the 750-hour requirement under the excuse of needing to match the JAA Multi-Crew Pilot license, invest a few million in lobbying, say... 500 hours (more than the Europeans). Put in proper training notes so that people have a lengthy commitment, and you have a program.
Think that wouldn't attract some pretty bright people?
Depressing, I know, but it seems to me you could get pilots cheaper by investing heavily in the new pilots, not the old pilots. I wonder if the contract allows the company to have future pilots on the book that aren't pilots yet?
11-12-2012, 12:29 PM
Gets Weekends Off
Joined APC: Jun 2008
Posts: 3,716
Originally Posted by Sink r8
I don't disagree with you, but I assume you do see the contradiction in having less and less GS, and a leaner and leaner operation?
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