All things being equal:

Fleet . . Pilots . . Ratio
767 . . 12,434 . . 16.21 (merger ratio)
720 . . 11784 . . 16.37 (current ratio)

[email protected] = 12,903 (merger ratio)
[email protected] = 13,030 (current ratio)

The question is, if we are overstaffed with 11,784 pilots and a fleet of 720 jets, what level are we overstaffed by?
The 15 pilots/plane number was bantered about in the 717 fleet discussion. Some fleets might be lower, with augmented crews some fleets are higher, so its's about a wash. At a ratio of 16 pilots/plane you got quite a few guys in training but that's not an unlikely scenario...

Current [email protected] = 11,520 (that would mean we are overstaffed by 264 right now)
Future [email protected] = 12,736 or roughly +1000

Cheers
George

If you had used the word majority I would agree. Add in the verb vast and it implies that all or almost all are replacement jets. There is one other point the company has made. The 737's can be replacement or growth jets depending on the economy.

The numbers are hard to quantify because you have to look at where we are flying. One of the reasons we are overstaffed in FO's is because we pulled out of so many 3 man operations to Europe. If Europe improves and we go back into those markets we get a great gain. Those operations on a airframe basis generated far more jobs then domestic flights. a 767ER flying international averages 15 block hours a day instead of 8 and has 3 guys. Thats 45 pilot block hours a day verses 16 on a domestic aircraft per airframe. That is also the reason that from 2001 to 2007 we kept the same total pilot block hours at Delta. There was a big shift from domestic to international flying.
The FTDT rules will also have a effect. As of today it appears the company has no plans to ask for contract negotiations with DALPA on optimizing the contract to the new rules. That will require some additional pilots however ATA is still hard at work trying to kill the new rule.
By the way we lost almost 1000 pilot jobs in the training departments between Delta and NW from how we used to do business. At one time Delta had 600 training pilots and I am told NW had 400. If we made one simple change in the contract to vacation being pay and credit we would gain 700 to 800 jobs overnight. Since we are still one of the least efficient pilot groups the company is not likely to go for either but work rules are important. Sadly to many pilots want to work as much as they can in their current seat not understanding that if you move up to a higher seat you can work less for the same pay.
I find it funny that when I made many posts on this subject several years ago the majority on the forum wanted to be able to fly more. The contract comes out with a loss of a handful of jobs and everyone is up in arms! I think what that really means is individuals want to be able to work more but everyone else less!

Not grow the domestic system including DCI. It will grow the mainline.

Just flew a double FMS INOP 88:mad:. Wouldn't have been a big deal if a Fed hadn't decide to hitch a ride with us:eek:. Good thing I hand fly and "practice" non automation on a regular basis:D.
I was feeling smiley today....

Growth or replacement? My guess is the latter.....:(

200-80=120....Ok maybe vast wasn't good word usage, how about Majority?

Could This Industry Shift Bankrupt Every National Airline? (DAL, LCC, UAL)

Interesting, but I think mostly full of cr@p. What do you guys think?

http://klieon.files.wordpress.com/20...under-desk.jpg

:D

I wonder if you got the same plane.

Ignition B out as well?