Assuming US / AA is a done deal, their position in NYC and LAX are both likely to be rationalized.

Both airlines have reduced capacity, but there will probably be some reshuffling of the bases to places where traffic flows make sense. Philadelphia might be a winner. Not sure how Phoenix fits in ... could fit in like, well, Memphis.

Alaska sure becomes an important part of the puzzle for both carriers. I am sure management at US Air and Delta are both thinking ... how did that happen? Alaska is kind of the west coast rain maker. But, take out Delta or American and they aren't such a pretty puppy.

The architectural drawings for T4 had walking time estimates between T2 and T4 using the then-planned connector. Even with moving walkways transit time from the tip of T2 to the tip of the T4 B Concourse was in excess of 26 minutes...

I don't think even with a new "bus gate" at B20 the time will be any lower...

Cheers
George

Yes, that's far.

It's at least 0.8 miles. The thought I bet is you're coming to JFK to connect to an international flight in the middle. But still.

BTW, we had B34 to A2 gate swap for a 45 minute turn that went from an MD-88 to an MD-88 and kept the flight attendants. That's 0.6 miles. Dispatch started working on it for us and we got to keep the plane, thankfully.

Wow, common sense prevails...unprecedented!

I also send in-ranges crossing through 10,000'. Why wait. Nobody cares what I write anyways. :)

I've also had been rejected trying to keep a plane when all five of us are staying together and we have a 45 minute turn. We ended up going out late even with the help of the van. Then we had a 40 minute turn at the out station and we were late there and then handed the plane off in ATL to the next crew and made them way late. So I'm always a little trigger happy to find out the plan and start begging when it's atrocious.

My solution, 1 hour turns at hubs. I know, we need more gates not less. but it by and large takes an hour to turn it anyways. So it shouldn't be much of a difference.

But if it does make a difference I have a solution- kick out the RJs and take their gates. :D Put them on hard stands.

Begs the question though, 88 more 717s being added primarily in DTW and ATL with no subtractions of the M88 fleet where will all of these jets go? Especially in ATL?

Some of them will go to our RJ gates, but mostly I think they'll go where they go now...to all those gates that SWA isn't going to need anymore as their ATL operation continues to shrink.

GG,

Well thats what a g/s is - ability to fly on your off days within the 30/7 limitations. You are basically saying junior guys aren't getting greenslip because they are not legal to fly them.

If an inverse assignment goes out it means no one who had a g/s in was legal to fly. No where does it say a junior guy or any pilot for that matter "will" get a g/s.

Not sure if you were at DAL then but greenslips used to go by straight seniority even if the senior guy was on his third g/s, senior guys would get two or three and the junior guys would not get any. The current system is actually very good at spreading the wealth.

A few years back I was about 110 out of 150 or something on the 767 out of LAX and would get a g/s call about every other month. Now I am much more senior on the 737 and hardly ever get a g/s call because we are way overmanned and there are very limited greenslips which sucks for senior and junior alike.

Scoop

Keep in mind 757's without winglets are pretty much toast, there are quite a few A320's coming up on cycle limits that aren't currently extendable and we are parking the -9's. There is a lot of wiggle room between those events and the 737's and 717's showing up. If I had to guess, the older -88's are being looked at as well.

Ya'll see the article on Deltanet about Virgin going into "expansion" mode now that they have the backing of Delta? :mad:

Free up more 767s for Florida. ;)