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Originally Posted by NERD
(Post 1417293)
Tell me about it. Atl 88 is like being on reserve. Reroute almost every trip. Got rerouted this last trip on day 2 of 4. No weather, just them trying to keep a flight on time(other crew was a little late and we had a 1.5 sit). They just completely swapped our days 2, 3, and 4 with another crews(which got us back 3 hrs later than original on day 4. Messing up my commute and the f/o's afternoon Memorial day plans). The f/o bids the particular city we lost as his 1st choice in pbs each month. When I called to question the reroute, and why there was no attempt to try and get us back on track on days 3 & 4, to her credit she did offer to drop the penalty lap on day 4 for us.
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Originally Posted by tsquare
(Post 1417220)
1 point for each of you. We still have a really big anchor in the form of debt. If that is NOT a consideration for anemic growth, then there should be a WB order to reflect that. I don't see much on the horizon. 10 330s every 15 years and a 777 every 5 does not equate to much growth. Again, if it were an investment that were growing like that, I would pull my money.
Remember what comes out of Richard's mouth every time he talks to...anybody? Capacity Restraint The only growth we might see will be the slow transition of some routes, from 50 seat RJ's back to little mainline jets, the 717. But even half of those are replacement jets for the DC9's. The 737's are replacements for the 757's. The anemic wide body order may just be replacement jets for the oldest 767's and A330's. I don't see much in the way of international growth for Delta, not with Emirates, Qatar, Etihad, and Singapore buying hundreds of 777's and 380's, flooding the international routes with cheap seats. They are going to kill yields. That's why Richard is going after code shares with....everyone else. So, Growth? Yeah, in the recapture of RJ flying we gave away 20 years ago. But as T points out, if you're already senior to that, I just don't see any "Growth" coming in the Wide Body world. |
Originally Posted by Timbo
(Post 1417352)
Remember what comes out of Richard's mouth every time he talks to...anybody?
Capacity Restraint The only growth we might see will be the slow transition of some routes, from 50 seat RJ's back to little mainline jets, the 717. But even half of those are replacement jets for the DC9's. The 737's are replacements for the 757's. The anemic wide body order may just be replacement jets for the oldest 767's and A330's. I don't see much in the way of international growth for Delta, not with Emirates, Qatar, Etihad, and Singapore buying hundreds of 777's and 380's, flooding the international routes with cheap seats. They are going to kill yields. That's why Richard is going after code shares with....everyone else. So, Growth? Yeah, in the recapture of RJ flying we gave away 20 years ago. But as T points out, if you're already senior to that, I just don't see any "Growth" coming in the Wide Body world. According to our fleet book Delta's A330s are very young. The oldest being built in 2003. I would think that the B767-300ERs have a ton of life left. American and United are still flying 767-200s. It looks like a lot of our 767-300ERs were built early to mid nineties. I wonder what the airframe lifespan is. WRT growth, I think there is still room in Asia & South America. I still think Emirates won't profitably fill all of WBs they have on order, but only time will tell. |
Originally Posted by block30
(Post 1417327)
Glad to see you are still around. I was asking on here where has Johnso29 disappeared to.
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Originally Posted by Jughead
(Post 1417344)
http://pagead2.googlesyndication.com...67990014664374
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Originally Posted by Jughead
(Post 1417344)
http://pagead2.googlesyndication.com...67990014664374
My new avatar? Yay or Nay? I'm afraid mine's getting a bit stale. http://pagead2.googlesyndication.com...42287629240201 |
Originally Posted by tsquare
(Post 1417296)
Going after LUV while they are still choking on AT? hehehehehe It's all domestic though, and that concerns me a bit. It has to be competitive in nature, and that means going after someone. Who's the most vulnerable?
3 major mergers still in work, and in merger world, 1+1 does not = 2. There might be some vacated areas there that might become available..... I'm just spitballing. Love, EB" Oh cool. Considering that number and where are hubs are currently I'd assume that we're going into a new market and not merging. Maybe a west coast takeover? Otherwise, I'm looking at the landscape of who is hubed where and how nobody touches anyone elses hub and the Alaska deal and I just don't see any growth potential. So I don't think these jets are growth jets. I'd be happy to make it back to the levels we had 5 years ago, but I won't hold my breath. |
Put it this way, the 717s were supposed to be all growth, as in 1,000 new pilot jobs. Sometimes I think it was 1,100 new pilots! Hiring could start this fall! [as in 2012]
But here we are. We've staffed 265 pilots on it via the 88. We're going to run another AE soon to staff it further without hiring. I just think that pops the all growth 717s balloon. |
Originally Posted by Timbo
(Post 1417352)
Remember what comes out of Richard's mouth every time he talks to...anybody?
Capacity Restraint The only growth we might see will be the slow transition of some routes, from 50 seat RJ's back to little mainline jets, the 717. But even half of those are replacement jets for the DC9's. The 737's are replacements for the 757's. The anemic wide body order may just be replacement jets for the oldest 767's and A330's. I don't see much in the way of international growth for Delta, not with Emirates, Qatar, Etihad, and Singapore buying hundreds of 777's and 380's, flooding the international routes with cheap seats. They are going to kill yields. That's why Richard is going after code shares with....everyone else. So, Growth? Yeah, in the recapture of RJ flying we gave away 20 years ago. But as T points out, if you're already senior to that, I just don't see any "Growth" coming in the Wide Body world.
Originally Posted by johnso29
(Post 1417366)
According to our fleet book Delta's A330s are very young. The oldest being built in 2003. I would think that the B767-300ERs have a ton of life left. American and United are still flying 767-200s. It looks like a lot of our 767-300ERs were built early to mid nineties. I wonder what the airframe lifespan is.
WRT growth, I think there is still room in Asia & South America. I still think Emirates won't profitably fill all of WBs they have on order, but only time will tell. As to the 7ERs, I wonder if repeated domestic has their cycle life higher than it should be? That can time out an airframe since a lot of maintenance is predicated on whatever comes first - hours and/or cycles. |
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