Not to mention we have 9-ish different fleets. That has a massive associated cost with it, and is also a huge contributor to the average block hours per month flown statistic. While "narrowbody" costs were isolated, its still not apples:apples because of the massive training churn we have that they don't. Not only lack of productivity due to the training bubble, but also in the resulting trip inefficiencies. Since marketing > flt ops and wants every plane to fly to every city every day, we're stuck with more 30 hour layovers while they keep on trucking and racking up their daily average. We also had a few hundred furloughed pilots that helped pull that stat down, exacerbating an already not exactly fair context.

And yet even then, at the end of our current book, they will still make $1 more than us on like equipment*?





*Considering that what…95% of their fleet is -700's while less than 10% (and falling every day) comprises ours.

 

I didn't hear him say that it was due to high payments. He DID say we are going to reconfigure them to get a little better revenue out of them, but he did not tie that to payments for the jets.

 

I've hear about the reconfiguration, but honestly don't remember what it entailed. It was a conversation with a flt att recently and she was telling us about her hot thanksgiving buffet, free coffee and 777 reconfiguration. All I heard was blah, blah, reconfiguration, blah, mr jingles, blah...

 

Actually from most gates at T4 to the airtrain is a hike. The stop for T2, and there IS a stop at T2 is closer but it is a bit of a walk. T1 is probably closer to T2 than either of the above examples.... The problem is that you have to ride around the entire airport unless you ride over to T8 and then change to the train that goes outside the airport.

Personally, I hope the architecture firm that did T4 has been fired, never to be seen again on the premises. I could have had the 5th year architecture students at UT do a project on this and come out with a much better result. I find it amazing that to get outside the airport one has to walk almost completely to the other finger, and the signage there is abhorrent.

 

I bet its skewed a bit because we have a lot more guys than they do that are in full, initial-type training.

 

A good friend of mine called in fatigued for a red-eye going home on the last day of the trip. They were doing construction outside the SFO hotel the whole day before the red-eye and he simply couldn't get any rest that day before the flight. They simply deadheaded in a pilot from SLC, the flight left an hour or two late and he deadheaded home the next day. He was asked to write an ASAP or FCR, can't remember which and didn't hear anything from it.

 

We know that it would be orange, probably checkered, and that it would be shaped like a "T"

Somebody with paint please create a concept- FTB?

I think the comments RE the 777 not making (enough) money were in reference to the /BE/Y mix of seats. DL is planning to pull out some BE seats and FC seats on domestic planes and replace them with coach, since they are not filling all the FC seats on most flights, save for 'free' upgrades. The 777 was specifically mentioned in this initiative. Sucks for non revving!!!

 

Disregard my previous post.

 

Is the theme, cute girls, or girls fail? I mean there's a lot of material on the interwebz in either case.



... and I'm not poking too much fun. I put out my right shoe in the Atlanta Airport's fire/crash simulator.

 

I can only imagine too. How ****ing cheap and low rent Atlanta was. Somehow usair, swa, the fa's at delta, hell even the MSP chief pilots office found a way to do a hot buffett type setup. If it's not in the budget for the CPO, then alpa should use some of their budget. I doubt it would cost more than one evening in the hospitality suite.