Ugh that would be awful in that jet, bad enough in 757

Slowplay why did your cult ignore our surveys on profit sharing?

Over 90% of the Delta pilots wanted to keep or increase profit sharing.

The profit sharing contrails openly states you would have given away more if you could have.

Carl you've been doing this A LONG TIME. I figure between the other gig and being a 747 CA you've been near the people that make these decisions so I value your opinion quite a bit. NWA had an ample supply of 747s and A330s for payload reasons, is a 737 really feasible to Europe? What about all those bins I always see loading in the belly? Just seems like the natural progression would be 757s moving to the corner markets, transcontinental, over water, etc while the -900s would fill a niche in the central US, out of ATL on the FL shuttle and west coast to Hawaii; all markets where leisure is the norm vs cargo and business.


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I think the real question is what will the 73-9s be replacing.

Are they practical for Europe? No. But, they are capable of Europe.

So, in a low cargo longish range market they are useable.

They are replacement jets for something more capable and higher paying...that is certain.

Just a heads up... I keep seeing the 737-900 argument here. FWIW, the trans Atlantic 757s actually have less seats than a 900. Depending on the config, they have aprox 170 seats. The seat count went way down with the lay flat modification.

It's hard to judge man. Even with cargo, the 737-900ER is a very capable aircraft and could easily do the mission. The other good part is how much slower the airplane is. Since this TA only cares about aircraft block hours, the 737's smallness makes it cheaper for pilot costs, while its slowness helps out the block hour metric. The differential in speed alone could allow Delta to cut an entire flight out of the JV and still be good with the longer block hours produced by such a slow airplane.

For all those reasons the 737 is not only viable, it's very likely. If we kept the EASK metric, then this theory wouldn't make economic sense.

Carl

Got it. Had no idea the ER was that much of a step over the domestic -900.


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I believe they are the same width. The 737 just lacks the places to get up and walk the knees off that the pre-modded 757s had. I do worry about building a reputation for extremely high density and uncomfortable travel. Between first, exit rows and EC there are plenty of premium seat, but if it came down to $100 more on XYZ airline's 767 with cuties working the cabin, no brainer. DL/NWA proved to be masters and revenue management so time will tell.


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But for what market(s)? Range isn't the whole story, runway performance is a factor too. What does DL gain by sending the super guppy to Europe when they have 757s to do that, including 5 more used ones that were just bought?

"Oh....this is the worst looking TA I ever saw...I bet if you vote on a TA like this...you get a free bowl of soup...

http://i775.photobucket.com/albums/y...psxmqygsdb.jpg