Originally Posted by scambo1 (Post 1448484)

I'm maxed there.

While this topic may not apply to everyone on here, at some point it probably will. The first step to having a valid investment strategy is to have a valid tax strategy.

Again, if anyone has real world experience with managing this aspect of the tax strategy, I think at a minimum, it's valid to raise awareness for the future.

I'm all ears. And I just realized that I overused valid.

Originally Posted by DeadHead (Post 1448603)

AMT is a joke. More and more people are hit with it every year and pretty soon the AMT will be our effective tax system.


I'm curious as well if anyone else has any suggestions to avoid, or at least minimize, AMT tax. The only real pertaining deductions that I've seen is 401k contributions and mortgage interest deductions.

Originally Posted by Dehav (Post 1448569)

Although there were many factors, I would say 9-11 and then "force majeure" and were the main drivers in my case.

Originally Posted by Sunvox (Post 1448094)

I admit that I had been an optimist regarding Scope at major airlines after the recent UAL "Scope Choke" clause, but an underlying assumption for that model's success was the long term death of the 50 seat fleet which I had thought Delta started. It appears now that was a dream. Based on the information below, I now believe Delta will increase the percentage of flying done by RJs in the coming years and has simultaneously pushed the pilot labor costs to a new all time low and can use contractual language to beat the other RJ carriers down to that new low bar AND thus force the whole industry to a new low AND therefore airline management has come one step closer to eliminating mainline domestic flying:

Quote:

Delta has agreed to extend Pinnacle’s CRJ200 contract by four and a half years, which means it will be saddled with 145 50-seaters that it takes great pains to declare are uneconomical until 2022.

Quote= (ALPA) Eagle MEC Chairman:

Delta has since made public a significant point: It can reset the hourly rates it pays its regional partners to match the rate paid to the second lowest of its partners.
“As a result, Delta’s announcement made public its ability to drive all of its regional feed costs near Pinnacle by the end of 2017,” Gutierrez wrote. “Because nearly fifty percent of all mainline departures are flown by regional partners, the competitive advantage that Delta is threatening to realize is massive.”

Quote:

Delta already has the lowest percentage of 50-seat aircraft in its regional fleet among its peers, at 58%. Smaller 50-seat jets comprise 63% of US Airways’ fleet and nearly 62% of United’s. If Delta’s pilots approve the tentative deal, the carrier achieves a first-mover advantage in ridding itself of the undesirable and uneconomical aircraft while keeping its capex at levels that allow it to achieve its return on invested capital target of 10% to 12%. During 1Q2012 Delta recorded a ROIC of 10.6%, compared with 6% for Southwest, which has declared its goal is to reach a 15% ROIC. Southwest has opted to defer 30 737-800 deliveries from 2013/14 to 2017/18 in an effort to move closer its stated return targets.

Quote:

Endeavor Air (formerly Pinnacle Airlines, and before that, Express Airlines I) is an American regional airline, which is a subsidiary of Delta Air Lines,[1] operates as Delta Connection for Delta Air Lines.[2] Pinnacle Airlines Corp. emerged from chapter 11 reorganization as a wholly owned subsidiary of Delta Air Lines which became official on May 1st, 2013.[3] It is based in Minneapolis-Saint Paul International Airport,[4] with hubs at Detroit Metropolitan Wayne County Airport, Minneapolis-Saint Paul International Airport, and New York's John F. Kennedy International Airport. Until the restructuring, Endeavor also operated hubs at Delta's Atlanta Hartsfield-Jackson International Airport and Memphis International Airport hubs. [5]


http://i927.photobucket.com/albums/a...g?t=1374329265http://i927.photobucket.com/albums/a...g?t=1374329754

Originally Posted by johnso29 (Post 1448127)

No Sir. That is incorrect. The cap is for 450 airframes TOTAL. Max # of 70 seaters is 102 and Max # of 76 seaters is 223. Jets or turboprops. Anything over 37 seats and 37,000 lbs counts toward the 450 cap.

As for the BHR, it's minimum 1.10:1 mainline:regional. As the number of 76 seaters is increased, the ratio increases to max out at 1.56:1 once the 223rd 76 seater is delivered.

Originally Posted by Denny Crane (Post 1448573)

A question for the reserve gurus. If you exceed reserve guarantee in a month and still have on call days (for which you should now not be liable for call out), do you need to notify crew scheduling of that or do they automatically not bother you? I've exceeded the guarantee but still have the 30th and 31st on call.....

Thanks,

Denny

Originally Posted by forgot to bid (Post 1448529)

Alright let me es-plain.

Originally Posted by UncleSam (Post 1448628)

Denny,

They will mark you FULL after you have reached the reserve guarantee when they start assigning trips for that day or if you call and ask to be FULL. You are full after passing the reserve guarantee. They can schedule you up to ALV + 15 but you would have to be below the reserve guarantee when that happens or have a yellow slip in. You will not be scheduled for a trip after you pass the reserve guarantee unless you request it.

Originally Posted by maddogmax (Post 1448611)

I bought a hybrid in 06 and was suppose to get a tax CREDIT of $2700. Went into AMT which voided this credit. Beware of tax incentives if you think you might end up in AMT.

Originally Posted by DLpilot (Post 1448185)

I would wait and see. I think you have a better chance of getting back into MSP by staying on the 88. With bids every 60 days now and hiring, I would wait a year and see how the movement is for you.