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Originally Posted by 80ktsClamp
(Post 1453919)
Yep... given the latest rumblings from the schoolhouse, it will be well north of 300. Bring on the noobs (and the some new some used aircraft)!
Would love them to be on the same page. Seems like everyone is on the same page with 30 A321s and 10ish A330s with a few mentioning 2 773s added to the mix. Whether its wrong or right everyone seems to be saying it. Hiring seems to be bipolar though. Speaking of aircraft orders, Airbus and Boeing must go mad dealing with Delta. On the one hand a carrier or two from the Middle East will walk in and buy 300 over whatever they got with every option with ease. We walk in and haggle over 30 NBs and 10 WBs for years. |
Originally Posted by shiznit
(Post 1454037)
Delta cannot replace the loss of 150-180 50 seat ASM's on an equal basis with only about 40-50 of the 76's that will be at DCI by that point. Yes there is an increase of seats in the 76's, but the reduced total airframes means the number of segments beyond 900SM is reduced, and the short segments the 50's flew still need to be served, additionally, the 717's will be poaching the "heavier" routes that 76's used to operate, pushing more RJ's onto less productive (by ASM) city pairs.
[B]Glen Hauenstein Executive Vice President of Marketing, Network Planning & Revenue Management Well, we started to retire 50-seat equipment, and we're accelerating that as we get to the third and fourth quarter. That will -- the continuation, we will continue to have reductions in regional equipment. That is mostly being replaced by existing equipment. But as we get into the third and fourth quarters, we begin to take deliveries of the 717s. The 717s will start to replace a lot of the 76-seaters, which will replace the 50-seaters. So think of it as kind of a reverse cascade in terms of gauge. And as Richard mentioned and Ed mentioned, the actual fleet number despite -- will be down about 2% despite the fact that capacity is up 2% (note: down in first half 2013, up 2% in last half 2013 and +1% overall). And that will not only provide a better product for our customers, but some cost relief or cost assistance as the gauge continues to increase. Separate question, I know there's some long domestic routes where we like to use 763ERs, I wonder if as the 757s cycle out we'll see a lot more of that and new 330s take the 763ERs place? Because I'm not up to speed on the 76ER fleet but didn't they stop some of the retrofitting of crew rest facilities and winglets? |
Need a room at Dtw to catch morning flight. Westin says they don't have a delta discount for pilots. Anyone know how to get a good price there or where a close place is?
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Originally Posted by Roadkill
(Post 1454070)
Need a room at Dtw to catch morning flight. Westin says they don't have a delta discount for pilots. Anyone know how to get a good price there or where a close place is?
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Originally Posted by forgot to bid
(Post 1454047)
Like I mentioned, in CQ I was seriously told 300 was just a start to a massive wave and then the next day told not so much. It's just interesting not everyone seems to be on the same page.
Would love them to be on the same page. Seems like everyone is on the same page with 30 A321s and 10ish A330s with a few mentioning 2 773s added to the mix. Whether its wrong or right everyone seems to be saying it. Hiring seems to be bipolar though. Speaking of aircraft orders, Airbus and Boeing must go mad dealing with Delta. On the one hand a carrier or two from the Middle East will walk in and buy 300 over whatever they got with every option with ease. We walk in and haggle over 30 NBs and 10 WBs for years. Buyers never look and lookers never buy. |
Originally Posted by orvil
(Post 1454042)
There used to be an exemption to the ADA rules for commuter carriers. The aisle chair doesn't fit down the aisle. There was no way to remove people down the stairway, either.
I think there is some serious bs going on in this story. No one lets a man crawl across the tarmac. Still, the damage is done from a PR standpoint. I read the article this morning and many of the comments raised the BS flag, too. http://i208.photobucket.com/albums/b...th_BS_Flag.gif |
Does it seem odd to anyone else that the bid results are taking so long to be published for such a small bid? Seems like the are usually out within a day
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Originally Posted by Brocc15
(Post 1454123)
Does it seem odd to anyone else that the bid results are taking so long to be published for such a small bid? Seems like the are usually out within a day
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Originally Posted by shiznit
(Post 1454037)
Delta cannot replace the loss of 150-180 50 seat ASM's on an equal basis with only about 40-50 of the 76's that will be at DCI by that point. Yes there is an increase of seats in the 76's, but the reduced total airframes means the number of segments beyond 900SM is reduced, and the short segments the 50's flew still need to be served, additionally, the 717's will be poaching the "heavier" routes that 76's used to operate, pushing more RJ's onto less productive (by ASM) city pairs.
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Originally Posted by forgot to bid
(Post 1453895)
1) Does that 41 include the 11 B757s that have already been taken out of service since July of last year? If not, then thats 52 B757s lost and 50 B739s replacing them. Also there's a rumor we're headed to 60ish B757s, that'd be a total loss of around 90 B757s since the 739 was ordered. So that makes the 739 almost entirely a 757 replacement, but the 739 was advertised as a 763 and 320 replacement as well. Are we still going to park from of the 16 domestic B763s or 320s?
2) Given the numbers of around 80 aircraft in the particular categories you mentioned I see a BH ratio of 1.80 (or 1.7981). If that is true, why did we put the required ratio in the PWA at 1.56 if this growth was known last year? 3) We have about 324 retirements between now and the end of 2015. If we are going to have net growth of 80 airframes between now and the end of 2015 that'd require about 1444 pilots (14/acft). We're hiring 300, so we need 1,144 in 2015 alone to cover aircraft already being delivered in 2015. So we'd behind the entire year in staffing by a considerable amount even with 95 pilots a month.What the he[Rachel Maddow Show]ll are they thinking with pilot hiring? Why only announce 300 if you need nearly 5 times that in short order? Or is it we don't need 14 pilots per plane anymore? How many RES Captains and FOs are exceeding ALV now and is it already effecting pilot staffing needs? 4) 80 airframes between now and the end of 2015, or about 89 since July of last year, equals a seating inventory growth of around 11%. Put those seats in motion and take DCI to 450 jets and net the DCI 50-seaters for 76-seaters ASM swap and you've got a domestic growth of around 6-7% over a 2 year period. Or what 3%/yr give or take. It's a lot of growth or about 3X what we've been doing for years now and even this year... Richard Anderson 24JUL13: We will continue to manage our capacity conservatively as we've done over the past several years in order to prioritize profit margins and improving cash flows. The first half of 2013, our capacity was down overall, and we will be up slightly about 2% in the back half of 2013; for full year capacity, up less than 1%, below GDP growth. And with all the growth why are we only going to hire 300 in 2014 leaving us way behind for 2015? It reminds me of talking to these APDs in the 88 program, guy 1 is freaking out because there will be so many pilots coming through there won't be enough sims even with the E period sims for newhires and the wheels are going to come off. APD guy #2 says we were told we don't really need to hire right now. |
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