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Delta eyes service gap from SIA exit


Published June 29, 2013
Delta eyes service gap from SIA exit
It wants slice of business class market from Singapore to New York and Los Angeles
By
Nisha Ramchandani
[email protected]
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DELTA98743


Singapore

DELTA Air Lines, which has overhauled its business class product for its trans-Pacific routes, is looking to carve out a slice of Singapore Airlines' market share when SIA suspends its non-stop services to New York and Los Angeles this year.

"Our main focus right now is to win and secure that corporate business class market to and from Singapore. Historically, a large part of that market flew on SIA, so that business is going to become available to the competitive set," said Jeffrey Bernier, Delta's managing director (Asia Pacific), adding that SIA had cornered the lion's share with non-stop service to two of the biggest markets.

Last year, SIA announced that it would be axing two of the longest flights in the world, its direct services to New York and to Los Angeles out of Singapore. SIA will continue operating its services to New York (via Frankfurt) and to Los Angeles (via Tokyo).

 

when I say also management I mean alpa management.



that said, if we merge with someone who just inked 100 seat rjs, dalpa will obviously say nope. right?

 

Section 1 C. will not apply to prevent the Company or any Company affiliate from 40 acquiring control of a domestic air carrier that operates aircraft other than permitted aircraft types (a domestic air carrier that the Company or any Company affiliate acquires control of is referred to for purposes of Section 1 D. 8. as an “acquired airline”) and operating such acquired airline pending a merger of the Company and the acquired airline, provided that:
a. the Company agrees to operationally merge with the acquired airline and become a single corporation, a single carrier under the Federal Aviation Act and a single transportation system under the Railway Labor Act, with a single air carrier certificate, a single pilot class or craft, not later than six months after the later of:
1) the effective date of issuance of a final and binding integrated pilot seniority list, or
2) the effective date of a single bargaining agreement

....

So, if say Alaska were to outsource 757 flying (or E190, A380 ... whatever non-permitted aircraft you choose since their scope fails to bind Alaska Group holding compan(ies) in any way) then we would merge with whatever that operation was IF they wanted to operate that as Company Flying for Delta. The same language that compelled the Company to merge Northwest applies to Alaska and would apply to Skywest.

What is more likely to happen is that Alaska's outsourced 100 seat operation would simply be terminated and Delta would perform that flying with our own equipment and contractors that operate permitted aircraft.

As an aside, during the Northwest merger there were theories that Delta's pilot had a nefarious plan to take NW's fleet and dump the pilots, or operate NW as an alter ego while slowly pulling down the operation. Those rumors would have been easily silenced by simply reading the Delta PWA.

Non Permitted Aircraft = merger.

In my opinion, it is silly to discriminate among ALPA members because one operates an airplane with more than 76 seats and the other does not, but that's the one member is better than the other member language we've codified.

The Comair pilots should have bought the DC9 fire trainer from their airport and gifted it to their management ... illogical, but that's how divide preferred from non preferred members in our union. Comair's gone and ASA's code has been redistributed and is operated by their competitors. Pinnacle's acquisition came with huge pay cuts and scope which is void if they try to renegotiate their pay. ... quite a different outcome than the result of Delta's acquisitions of NWA, Pan Am, Western, et. al., where acquisition meant better pay, bidding and career opportunities. Sucks not to have a single solitary 77 seat jet on the property. (in ASA's case a 120 seat had just left the property and remained in their contract). Completely different outcomes for ALPA members.

Yet, if Delta furloughs we flow down to these airplanes. So, what then? Would a Delta pilot flying for Compass be left out of a merger? Of course not ... just seems stupid that we discriminate this way.

 

Bucking I understand what your saying but I can guarantee the 100 seat discussion would come. My questions are these.

1) once the flying is outsourced is it considered Alaska's mainline flying to negotiate away?

2) our own Dalpa has said that you always listen and negotiate. I would hope before the words ever got out of managements mouth they would stop them before the sentence is finished. I however have my doubts.

 

Hopefully in the event of an AK merger their scope...or lack thereof would be considered in any SLI with DAL. Not that our scope is that great, but like someone said earlier...the bottom 40% of our list would be KILLED in a merger with AK. A lot of CA's in their late 30's at AK.

 

Maybe there are more 777's in our future. We would need 10 777LR's to do JNB.DXB, and JFK-SIA, LAX-SIA and LAX-SYD and we have 10. That leaves the 8 777-200ER's to fly the other 777 routes and it's not enough.
I still think they re buying the increased gross weight 330's, they could do some of the DTW and MSP 777 routes. We should find out the end of July. I have no argument with the "I'll believe it when I see it" crowd on this either, we have had our hopes crushed too many times on supposed airplane orders.
Just to pull Carl's chain; unless somebody pays us to take more 747's I think we have all the 747-400's we are going to operate. There is a reason those aircraft are so cheap, you can't give them away.

 

How does that 22R2 staffing report work? By my math (and my calculator work is suspect) the Nov PWA requirements are quite a bit lower than the number of pilots on the PBS Line Count report. Do they pad the PWA requirement by an known/unknown factor?

 

The 33-2 could do lax-syd, the incr weight is avail

 

As a senior FO who was hired fairly young, I can assure you there are not a lot of Captains in their late 30's.

 

Dunno - LAX-SYD is 7,488 miles direct, without routing. Airbus says the max range with pax of a new A330-200 with increased range is 7,200 miles. (and that's the optimistic manufactuer, actual range is probably a bit lower).

Probably any A330s we would buy would replace other long routes like MSP-NRT or DTW-NRT while those 777 would go to others routes.