Airline Pilot Central Forums - Any "Latest & Greatest" about Delta?

OGG-SEA and LAX-KOA are seasonal routes. They are not canceled.
SEA-ATL shows 7 flights a day in Sep after the pulldown. I think last winter we only had 5 flights a day in that market.

hockeypilot44

08-30-2009 11:55 AM

While this is all going on Alaska is furloughing and Delta isn't. Go figure.

sailingfun

08-30-2009 11:56 AM

Quote:

Originally Posted by alfaromeo (Post 670295)

Hasn't Delta increased mainline narrow body flying this last year and decreased international flying? I thought that is why the last bid had those spots for 737 and MD88.

We have shifted flying out of the 757/767 domestic to smaller domestic aircraft. There has not been a increase in flying. There has been a decrease in domestic ASM's. Delta can increase domestic flying at any time since the 757 fleet is way underutilized. They could increase block hours and add what amounts to 35 757 airframes to the domestic fleet.

NuGuy

08-30-2009 11:58 AM

Heyas,

While I've had my differences with Bar before, he is right on the money this time.

It's painfully obvious what the "100 seat plan" that management and "our" MEC has in store for us. Not only that, but if the AS codeshare is any indication, it's a warm up for what the 125 and 148 seat plan is as well.

It's all part of the "outsource everything below the 757" plan that some on the MEC has embraced. What these wannabe "Clipper Skippers" forget is that this plan didn't work for pre-Republic NWA or Pan Am or any of the other outfits that have tried to be an "international, widebody only" airline.

Every seat, every pound, every aircraft and every pilot that you forgo on your list because "we can't make that flying pay" is power that you've lost at the negotiating table, and more power you've given to management. It makes it that much easier for them to marginalize AND replace you WHEN the time for them do so comes.

Nu

KC10 FATboy

08-30-2009 11:59 AM

Does anyone have any insider knowledge about our fall bookings? You can PM me if you don't want to post it to the public.

Thanks.

sailingfun

08-30-2009 12:01 PM

Quote:

Originally Posted by alfaromeo (Post 670226)

Those numbers are not the relevant numbers. A carrier like Delta has a lot of core costs that are reflected in those numbers. For instance, we have to maintain the costs of a large international sales force that a carrier like Southwest doesn't have.

One relevant number is the incremental additional costs that are incurred when each carrier adds one more flight. In this area, Delta is more than competitive with Southwest.

The real relevant number is the incremental additional net revenue that adding one flight gives you. That is revenue added minus the cost incurred. Our overall RASM is higher than Southwest's, but that doesn't mean it would be so on each segment.

I do know that in Salt Lake, a market where we compete strongly with Southwest, we are doing better than they are. Certainly Delta management does not seem scared by Southwest today. They are a strong carrier and well run, but they are no longer able to walk into any market and push people around any more. They have to compete like the rest of us mere mortals.

The numbers are very relevent. They get even worse when adjusted for stage length. If we put a 737-700 on the same route SW flies a 700 on we can't get within 25% of their cost using direct costs for each airline. A 5% advantage in the business world is huge, 25% is beyond huge.

sailingfun

08-30-2009 12:08 PM

Quote:

Originally Posted by NuGuy (Post 670388)

Please produce one name of someone on the MEC who has endorsed outsourcing everything below the 757.

alfaromeo

08-30-2009 12:19 PM

Quote:

Originally Posted by sailingfun (Post 670392)

Well I guess we just disagree. In Econ 101 they talk about opportunity costs and opportunity revenues. That is what I am talking about. Some costs are fixed and won't change whether you have 100 airplanes or 10,000. Some costs are variable. When you look at total system CASM you are looking at fixed costs plus variable costs. When you are evaluating a head to head competition, you only look at variable costs. That is why I don't think the total system CASM is a relevant figure when you are evaluating head to head competition in a single market.

That is why system RASM doesn't count either. We make a lot of money on the Lagos flight but you can't apply that RASM towards evaluating a LGA to FLL flight. Each market and each individual variable cost are the only relevant data. At least in my mind.

Xray678

08-30-2009 12:22 PM

Quote:

Originally Posted by sailingfun (Post 670394)

Please produce one name of someone on the MEC who has endorsed outsourcing everything below the 757.

Every rep who has voted for scope concessions has endorsed this idea.

I firmly believe this is exactly what Lee Moak endorses.

slowplay

08-30-2009 12:34 PM

Quote:

Originally Posted by Xray678 (Post 670400)

Every rep who has voted for scope concessions has endorsed this idea.

I firmly believe this is exactly what Lee Moak endorses.

Then you don't have a firm grasp on reality.:rolleyes:

If Moak endorsed such a thing, why don't we have 200 79 seat jets and no restrictions on the rest of DCI. That's what management wanted in 1113.

Every individual that posts tripe like this makes management's day.

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