It's our secret plan to move up a number....:D

Enjoy your trip.

How was anything that I said gloomy? DL employed 10,400 pilots in 2001. I was 6822 when I got my seniority number in 2007... we are at 11,800 after merging with Northwest which had ~5500 pilots. The numbers speak for themselves! Timbo was speaking on reality when it comes to past actions in regard to growth.

All indications are that at least some of these will be growth aircraft, perhaps even all the 333s. The IGW version is a monster of an aircraft (higher pay rate??).

You're the one going "ho hum" over an Airbus order, btw...

The press release also says this:

The 30 A321s will expand Delta's existing fleet of 126 A320-family domestic aircraft. Delta's first three A321s are scheduled for delivery in the first quarter of 2016, with 12 more due in that year. The remaining 15 jets are scheduled for 2017.

This hints that the 320 airframe life extension comes with part of this. Not a bad thing!

It does not remove the possibility of them replacing the older 757s, though. Reality, johnso!

They just aren't going fast enough and there might be a limit to what the elevator trim tab is capable of. I've noticed type IV de-ice fluid having some effect on the elevator as well. The design is a highly compromised solution on an aircraft that large and is why they dumped that and went with the ACS on the MD90.

While I joke a lot about that Douglas, I do sincerely believe the margins around V-REF are quite narrow, specially when compared to the Boeing fleet (and probably most anything else but a couple of biz jets). No Certification testing is required for stalls in ground effect. Data is extrapolated from VMU and stall testing in free air to make assumptions about what the airplane might do.

To sell airplanes, manufacturers push these margins nearly as low as they can go to market balanced field length and dispatch flexibility. The operational experience with the Douglas fleet tells us they're safe and Delta operates the type well, but, compared to the Boeings (which are tail geometry limited, not stall limited) the margins are much much tighter on the Douglas (my seat of the pants opinion)

Correct.. there just isn't enough enough wind going over the stab.

Given your assertions on the Douglas people running Boeing now, I wonder how the margins are on the 787 compared to the 777?

http://www.airbus.com/typo3temp/pics/607a4381ae.jpg

Shark week comes to Delta.

http://www.flightglobal.com/blogs/wp...402-148157.jpg

Pretty extensive mod if they roll this out to the entire fleet.

Got no idea. Given it's range, weight and appearance, it looks to be the glider the 777 is or better.

According to the base visit, the 330s are growth airplanes for now. Staffing calls for 22 pilots per 330.

You can twerk a topic like a teetering tightrope walker. Hate is the tool of ALPA??? Really. Eliminating ALPA is your goal (as stated above), it is not starting an independent union. Those of us that have taken the time to read the documents and the forums on the website know the business model is flawed.

The DPA just sent out an update last month that used the words "angered" "upset" "concerned" "upset (again)" and "worried" in talking about how the TWA trial will affect you financially and all of this a few days after having already writen this:

You are consumed with talk about ALPA the hater and ALPA the fear monger yet Tim writes to us using nothing but fear that we do all after he wrote on a public website that he told a bank to get one million dollars (pinky finger) that there was no personal liability. Is he lying to the bank or is he lying to us?

This isn't about hate, it's fundamental flaws in the DPA constitution that make it impossible to open up shop:

• DPA announces dues will be lowered to anywhere between 1%-1.75% depending on where you read the website yet the constitution says they will go up without MEMRAT to 2.25% next year. ALPA can't raise dues today without a vote.
• They say that FPL is bad yet they increased FPL for all volunteers including those that don't get FPL like that today over today's limits and pay for it out of the budget since they will take that money value assigned to the contract and spread it amongst the pilots. No, wait, make that the reps as the FPL is going up the money would go to them not the CBA.
• USAPA payed over $7 million in legal fees to SSM&P in less than 4 years after the vote. SSMP&P is charging 50% of their $250 fee, per their contract, with the rest outstanding after certification, yet the DPA has mysteriously paid a number so small that it can only be called incidental costs from the DPA logs. Where's the legal bill?
• There's a second law firm on the DPA books that has charged more to the DPA than SSM&P so far. Who could that be possible?
• New hires, pilots returning from disability and MILOA can't be reps for 2 years, nor could a pilot from a merged airline because of the 2 year good standing rule
• New hires have to pay a maintenance fee their first year. Not about money, right? :rolleyes:
• Look through the USAPA LM2 and see the 6 figure employees they have. You want to know why? That's what good help costs today.
• "A contract which is understandable, enforceable and beneficial to both parties and should not exceed 200 pages." Really? Beneficial to the company? An iron clad 200 pages?
• Voting on everything and everybody. Where will you find the time?
• 25% of the pilots in a block to get a resolution passed vs simply majority at an LEC today? Harder to use the pilots will.

The DPA foundation is cracked and the building plan hasn't been permitted. You can't create a new union from scratch overnight after firing every ALPA volunteer (The DPA Clean House Doctrine) and employee and magically have it up and running on day 2. I know it doesn't matter for you as you already think that no volunteer can think for himself and is controlled by Herndon. That's the insulting part.You claim it's not about the local guys and then say they are all under mind control.

You see hate? Stop looking in the mirror.