Dtw 7er
 

The December 2010 Staffing Report shows less positions for DTW 755/ER. :(

With a 12,000+ pilot group it doesn't matter what they do. Someone will always consider the water poison. It is what it is so move on.;)

Cute, but the simple fact is that the majority of us voted for this. We have talked for a few years about the impending doom. Well it is here. To add to that, wait and see how bad the bloodshed is. ATL will get more senior no doubt, but the amount of us that are involuntary displaced may be minimal. (if they go with said plan it will be short term too)

As for what I see. To quote a public source, "There is probably room for every fleet in the ATL domicile." I know you want a time frame, but that is a moving target.

I think we will see French jets here on the next bid or the one after that. I do not see the 744 staying in DTW if they are truly serious about keeping it. It will either go to NYC or ATL.

I see LAX growing in about Two-Three years. I see some CVG/MEM flights being shifted to a not yet open base. I see another base opening up if the JAL deal goes one way. I see SLC becoming one or two categories. I see NYC growing, I see MSP and DTW as steady to slight growth.

I see DCI shrinking but there to be a soft play on the 100 seat jet, with the ultimate intention to get more 76 seat jets. (Just a guess)

I see DAL realizing that used jets are good and if they can get 73N's, 320's, or 777's used they will. I see them realizing that the 9/88/90 is not the answer that is needed to wait for the next gen 73N. With the size of these fleets we are looking at 2023 at the earliest and to replace them all it would b e 2033 or beyond. That alone requires us to look at replacements in some form. The 90 is a good band-aid and will last until the first next gen ones show up but not past 2023 without a ton of money being dumped in to them. I think we will have aircraft orders in the next 24-32 months on the far side.

I see leadership change prior to the contract being signed. (probably well before that)

I see DAL making a play on AS if and when the UAUA/CAL deal becomes official, but will wait until then so they have a decent shot at it.


That is the max amount of thinking I can do! :eek:

disclaimer: just my thoughts and nothing but conjure.....

Good thoughts, thanks.

Trust me displacing a few junior pilots will not poison them. It may make them whine a little as the commutes will suck, but in the end as we grow they will get over it.

Things you do not forget are furloughs, pension being taken, Scope being killed in 1113C, health care being pillaged, etc. A displacement is part of this job.

[quote=Ad Lib;728922]Excellent deflection, you should be a Rep!

But as a stubborn line pilot, I'll come right back to the fact they could easily staff this flying out of Atlanta and are taking a human cost out of the back sides of Atlanta based pilots for arbitrary reasons. It would be a smarter strategy to continue to build on the excellent employee relations Delta enjoys with its pilots which has resulted in ALPA being a partner with management in executing the Company's business plan.



So are you saying the company should keep ATL pilots happy at the expense of everone else? That might have worked when you were 4000 out of 7000 pilots. Now that there are over 12k pilots, maybe ATL should not be the center of the universe:D

Perhaps we should stop considering ourselves management or still in the squadron and acting that way. We punch the time card like everyone else. Someone talked about building the lines of the 76-400 ATL-CDG-JFK-AMS-ATL. The reply was about hotel and limo costs, ok so we are taking pilots off line for 4-6 weeks for training, oe etc...disrupting lots of lives to save on hotel and limo costs! Don't think its going to balence out, and if the plan doesn't work...move the aircraft again...think we will see another 2 or 3 ae's this year....done venting. Agreed on the mangement change...think RA is gone in less than 2 years.

And it only calls for 10,514 pilots. :(

Air Routes in Asia Stir Bidding War
 

With the ink barely dry on a landmark aviation treaty between the United States and Japan, a billion-dollar bidding war escalated Wednesday over which American carrier would team up with troubled Japan Airlines.
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Tomohiro Ohsumi/Bloomberg News

Gerard J. Arpey, left, chief of American Airlines, met with Seiji Maehara, Japan's minister for land and transport, Wednesday. American seeks a partnership with Japan Airlines.


The chief executive of American Airlines, Gerard J. Arpey, offered to raise his airline’s $1.1 billion investment proposal for the Japanese carrier, known as JAL. At a news conference in Tokyo, he argued that a competing bid by Delta Air Lines would undermine the new treaty, which is meant to open up competition over the Pacific.

Delta Air Lines, meanwhile, countered that its bid would provide more passengers and revenue from tickets to JAL.

Its president, Edward H. Bastian, said in an interview he was confident that American regulators would grant antitrust immunity to a deal with JAL, something American has yet to receive for a longstanding deal with British Airways.

The battle over JAL highlights the importance of routes over the Pacific, industry experts said. Although the Japanese economy is stagnant, its airports are still important transfer points for flights to other destinations in Asia.

Further, Japan remains the world’s second-biggest economy, and is a major destination for business travelers and companies shipping goods abroad, said Matthew J. Slaughter, an associate dean at the Tuck School of Business at Dartmouth.

“It’s big,” he said of the tussle between the airlines over JAL. “If you suddenly liberalize the flow between the world’s two biggest economies, you can see why companies would want to take advantage of the situation.”

Late Friday, American and Japanese negotiators reached a preliminary agreement on an open skies treaty, similar to one reached earlier this decade between the United States and Europe.

The agreement will allow airlines to fly more routes between the United States and Japan, and also opens up Haneda Airport in Tokyo to limited flights from the United States. International carriers largely serve Narita Airport, 40 miles from central Tokyo.

However, Japanese officials said they would not sign the final treaty, set to take effect next fall, unless the country’s two main carriers, All Nippon Airlines and JAL, find American partners and receive antitrust immunity from the Transportation Department. The applications must be filed by mid-February.

All Nippon, known as A.N.A., is already a partner with United Airlines through the Star Alliance, a group of international airlines, and the two carriers plan to seek antitrust immunity.

The government also wants JAL to seek assistance from another airline as part of a revamping plan. JAL, mired in red ink after years of mismanagement and the global economic downturn, is seeking a government bailout, but progress has stalled over steep pension reductions that will be required if the airline receives government assistance.

JAL posted a loss of 32.2 billion yen ($360 million). But last month, Delta and SkyTeam said they were willing to provide a package of more than $1 billion in financial assistance to JAL, if it would become its partner and join its alliance.

As the competition has heated up, the chief executives of both airlines have traveled to Japan to meet with JAL and government officials. Both argue that their experience in revamping, which took place through the bankruptcy process at Delta, and out of court at American, would be valuable in an overhaul of JAL.

On Wednesday, Mr. Arpey said American, along with the Oneworld alliance and the investment advisers TPG, were willing to increase their offer above $1.1 billion.

The bid “will enhance JAL’s opportunity for long-term success, and it will inject a large amount of much-needed capital in the short term,” he said. American’s partnership with T.P.G. would increase its ability to “gather up the necessary capital,” Mr. Arpey added.

An arrangement with Delta, however, would create a true trans-Pacific powerhouse. Delta, which acquired Northwest Airlines last year, already operates about one-third of flights between the United States and Japan.

Mr. Arpey also said that the costs and risks JAL would incur in switching alliances, at a time that it was also trying to restructure, would far outweigh the benefits.

But Delta, which flies to Tokyo from 12 destinations, said its larger network would bring approximately $1 billion a year in revenue to JAL, double the $500 million a year in revenue JAL receives from the Oneworld alliance.

Though international air travel has been weak for more than a year because of the global recession, industry officials say they believe it will improve in 2010, especially in Asia, which was hit hard by the economic decline.

The anticipation of better days ahead explains why the two airlines are so eager to claim JAL as a partner, Mr. Slaughter said.

“Japan still has very prominent business activity,” he said. “For passenger traffic and cargo traffic, an agreement makes total sense.”

Hiroko Tabuchi contributed reporting.

Um go look at the last report. That is up.

10,514 is active line pilots. We have lots on Mil leave, LTD, ALPA, SUP etc status.

Take the time and go add up all of the seats on the Jan Category list.