Interesting chart Bar, thanks for posting it. It certainly looks like the Atlantic traffic has taken a hit with the EU receission. Am I correct when looking at the chart that Air France reduced more capacity across the Atlantic than Delta? I thought AF had a big wide bodied order and was expanding across the Atlantic. Also, I'm surprised Delta is number one across the Atlantic.

Parent Quote of the Day: "You ask, why does it rain? Well, because God is crying. And why is God crying? Probably because of something you did."




-deep thoughts from snl

Remember the JV is DAL vs KLM/AF/AZ (Alitalia)
No numbers for Alitalia in the chart so no basis for a full comparison...

This chart is seats and doesn't account for cargo so its not really measuring EASKs, but just for comparison's sake here's what it shows:

• Dal cut 10,262 seats in 2012
• AF/KLM cut 8,317 seats in 2012

So Delta cut 1,945 or 23% more seats across the Atlantic in 2012 than AF/KLM

BTW 10,000 weekly seats works out to be right around 40 flights per week that were cut by Delta while it works out to about 28 flights for AF/KLM because even now they still are flying larger equipment across the Atlantic.

Cheers
George

Is it just me, and I don't have george data to back this up, but seems like there are a lot more 747s flying cargo out of Atlanta lately.

Overall over the last 3 years AF/KLM has reduced flying using the EASK measure in the exact same proportion as DL. We are both sitting at 46 percent with Alitalia making up the rest. The contract however calls for a increase in DL's percentage to 50 by Mar of 14. They will not be in compliance. 46% EASK gives us currently about 55 percent of the actual flights.
AF placed a replacement only aircraft order. I think deliveries start in 17.

Not sure about the other fleets, but it's part of the fo's pushback flow on the 88. Regardless, it always been the captain's call depending on when he/she calls for the checklist.

I was talking nearly about the whole process of how and when they want us to turn the beacon on and block out the aircraft. I think the whole blocking out early to cheat a few minutes out of the system has been grossly exaggerated.

Personally, I think we should be compensated starting 20 minutes (at least) before scheduled departure to 10 minutes after actual block in time, but that's just me.

I think with the push to report taxi out/taxi in delays, this is a move to make the information received by flight ops much more accurate and timely. I'm actually looking forward to the automated reporting system as it takes the pressure off of the captain for being the "bad guy".

We are responsible for the aircraft and if there were an APU fire, it's our job to save the day. I don't see it it as cheating the system. Matter of fact, I see it as the company cheating us.

Stealing time from your employer is so petty. JMO. But, on a practical note, I haven't seen a straight time trip in the last 1000 hrs.

I agree with all of that 100%, but wouldn't you agree that there are some who believe that pilots attempt to process an out time as early as possible to gain a few minutes on each leg?

I remember hearing a few years back that an ER flight was getting ready for pushback with their beacon on by a gate adjacent to the chief pilot's office and the captain apparently got a call wondering why it took so long to push. This used to be common thing in NYC with on gate in particular, but it hasn't been an issue for a few years now.

Personally I don't believe that being compensated from block out to block in accurately reflects what a flight crew should be compensated. I'd like to see this addressed in the next contract, but seeing as a majority of flights I fly, at least, are typically under block, I see it as a moot point. If scheduled block times start to shrink though, this my become more of an issue.