I have been thinking this for he last 20 pages......

 

I enjoyed the Star Trek references.
I don't want to be rerouted off my bid schedule.
Seahawks lost and that is good.
I haven't seen Elvis in a long time.
Delta is making money and that is good.
Pay me more.
Work me less.
Don't reroute me.
Don't mess with profit sharing.
FTB make a flow chart to reflect such items. (Why admit you don't have a gun?)
Beast Mode is obnoxious.
Earl Campbell was a much better back and is a better person.

SFWB

 

This is the only thing missing

 

You're wrong. I was there. You weren't. The process was followed to the letter. Just because your reps might not have been paying attention, or didn't understand the process doesn't mean it wasn't followed.

 

11 mo 717s.



Possibly a few not flyable. Mistreated. Spare parts planes. But maybe they can work a miracle.

 

Another ALPA insider who can't handle it when someone calls him out on something. Less than 10 posts and you are already starting to throw out personal attacks and say that 07-08 hires are spoiled whiners. Way to go.

 

Thanks!

For the record, I only referred to one poster. You inferred more, and did so inaccurately.

 

What can you do to a 717 that isn't done on a day to day basis?

At one point, Delta considered building L1011's themselves, so a little speed tape and those ought to be good to go. Good news, especially for those wanting a west coast operation.

Also some rumblings about Boeing re-opening the 757 line. Don't know how that would be possible, I thought the tooling was destroyed. But nice rumor!!

 

Man am I glad we were asked about giving up profit sharing in the 2012 survey. I'm also glad we were asked about cdo's.

To the letter? Really?

 

Boeing Weighs Options to Reprise Aging 757s

Aerospace Giant Is Losing Share in the Market for Next-Generation, Single-Aisle Jets to Europe’s Airbus

By JON OSTROWER and ROBERT WALL
Feb. 10, 2015 7:26 p.m. ET

Boeing Co. ’s next new jetliner could be a version of an old one it stopped making a decade ago.

Facing the slow-but-steady erosion of its market-share dominance, Boeing is weighing whether to replace the 757, a mid-sized jet the aerospace giant delivered from 1982 to 2005. While less famous than some Boeing models, the 757 developed a reputation as a versatile workhorse, capable of flying both shorter and longer routes with two high-powered engines that enabled it to take off from shorter runways in dense cities or in the thin air of high-altitude airports. But the 757s still flying are getting old, and Boeing doesn’t have a direct replacement.

That presents a dilemma for Boeing. It recently has been winning the battle for new jet deliveries and besting its arch rival, Airbus Group NV on the large airliners, but losing share in the market for next-generation single-aisle jets to the European company, whose order tally for such planes exceeds Boeing’s by around 1,000 jets.

Recently, Boeing’s slide has extended in the market for larger single-aisle aircraft that are more lucrative to sell. Last month, Airbus announced its first customer commitment for a modified version of its biggest single-aisle jet, to be delivered in 2019 and dubbed the A321LR. The plane is designed to roughly match the 757, while cutting fuel costs by up to 30%. The A321LR risks further chipping away at Boeing’s share.

Boeing says it isn’t concerned by Airbus’s move. Another new plane already in the works—an updated version of Boeing’s largest single-aisle 737 that it’s scheduled to deliver in 2018—will serve 95% of the flights now served by the 757, said Randy Tinseth, Boeing’s vice president of commercial jet marketing.

Still, Boeing has begun quietly polling around 30 potential customers to study its options for a jet that is larger and flies farther than its biggest 737, said Boeing’s chief jetliner salesman, John Wojick. Last year, Mr. Wojick signaled Boeing was weighing a fresh design or adding new wings and engines to its single-aisle jets or shrinking the body of its 787 Dreamliner to fill the niche.

Boeing’s options also include designing a new large single-aisle or small twin-aisle jet, or even doing a major revamp of an existing smaller widebody, the 767, according to two people familiar with its studies.

An all-new jet could cost upwards of $15 billion to develop, based on recent Airbus and Boeing projects—an enormous investment to match what is an incremental move by Airbus.

So some industry executives think a revival of the 757 with new engines—which Boeing also is considering, according one of the people familiar with the studies—may end up being the most realistic option.

Steven Udvar-Házy, chief executive of Air Lease Corp., the first customer to commit to buy the Airbus A321LR, has long urged Boeing to design an all-new jet to compete in what he calls a promising market. Mr. Udvar-Házy still wants his all-new jet, but given that Boeing now is juggling the development of eight other jetliner models, bringing back the 757 with new engines is “the one [option] that could actually make the suit fit the body with the least amount of pain.”

With one aisle and capacity of 180 to 239 seats, the 757 occupied a niche between the two main pillars the modern jet market: short-haul, single-aisle aircraft and long-range jets with two aisles. About 470 of the jets remain in service at airlines including United Continental Holdings Inc. and Delta Air Lines Inc. and package haulers like United Parcel Service Inc.

The new 737 version due in 2018 lags the performance of the 757 or Airbus plane in key areas. Its advertised range of 3,595 nautical miles, for example, is 505 miles shorter than the A321LR’s. And its low-to-the-ground landing gear and lower-thrust engines mean it can’t use shorter runways, say analysts.

Reviving the 757 with new engines “could make sense” for Boeing, Aengus Kelly, CEO of AerCap Holdings NV, the world’s largest independent lessor and a major 757 owner, said in an interview. He said his company likely will switch some orders it already has placed for Airbus single-aisle jets to the recently announced A321LR model.

No airline has committed to buying the A321LR, which Airbus claims can fly 4,000 nautical miles carrying 206 passengers, but 757 operator American Airlines Group Inc. has expressed interest. Airbus estimates it can win around 1,000 orders for the plane, half to replace remaining 757s. Airbus chief operating officer for customers, John Leahy, said new markets may emerge for the jet, such as connecting the U.S. with Latin America or around Asia.

Boeing’s Mr. Tinseth called the Airbus assessment “laughable.” He says there are only 50 to 60 757s flying routes that need the addition range found in the A321LR.

Boeing is still struggling with the high costs of manufacturing its last all new jet, the Dreamliner.

CEO Jim McNerney last year said Boeing had no appetite for massive projects, and airlines, focused on paying low prices, “will not let you pursue moonshots.”

Some past and present Boeing officials say it would be less expensive to adapt the 757 with a modern cockpit and interior and the newest generation of fuel-saving winglets. However, Boeing, as part of its current studies, has considered a 757 revival twice before, remains uncertain about the size of the market, one added.

Boeing bested Airbus in deliveries for the third year running in 2014, but Airbus has delivered more single-aisle jets than Boeing since 2002. Airbus now claims 43% of single-aisle jets in service world-wide at the end of 2014 that were made by it or Boeing, versus 22% in 2002, according to Ascend aviation consultancy. Airbus also leads in orders for the biggest next-generation single-aisle jets by three to one. Plane makers prefer those larger models because the higher prices they can charge typically well exceed additional manufacturing costs.

The most critical and challenging element of reviving the 757 would be a new engine to slash fuel consumption and maintenance costs. Mr. Udvar-Házy said the Pratt & Whitney unit of United Technologies Corp. is eager to win a spot on Boeing’s 757 successor to win back market share ceded to General Electric Co. and Rolls-Royce Holdings PLC. All three are supplying conceptual designs for Boeing’s studies.

A Pratt spokesman said it is constantly working with all manufacturers, but its focus is on completing development of engines for its existing programs.

Boeing is trying avoid having its hand forced again. When longtime customer American Airlines in 2011 bought the A320neo, an upgraded version of Airbus’s single-aisle jet, the U.S. plane maker abandoned plans for an all-new design. It instead rushed to market the upgraded version of the 737 due in 2017 with new engines, mirroring Airbus.