We've got 2 777A guys in my NYC Crash Pad. Both of whom are planning to follow the aircraft to DTW. They're probably going to be affected by the 765 surpluses out of ATL however; so will more than likely push down into the 765 or ER.

That 777A can't do simple math:

Jan. 1 2010 rates:
777A 208.72 x 70hrs. = $14,610.40
765A 197.15 x 70hrs. = $13,800.50

Difference= $809.90 @ 197.15 = 4.11 hrs

7ERA 174.70 x 70hrs. = $12,229.00

Difference from 777A = $2,381.40 @ 174.70 = 13.63 hrs

So to Equate:

777A 70:00
765A 74:07
7ERA 83:38

gets you the same pay.

On the other hand, many of the 777 guys don't end up with over 70:00 due to the way pairings add up for the month (unless they can get a carry-out/carry-in trip.)

Ryan Air Cancels 200 Boeing Aircraft
 

If DL needs some of aircraft to replace the 9/88/90s
BBC News - Ryanair pulls out of Boeing deal for 200 aircraft

Question for MSP DC9B guys...I'm trying to get up there on the 88, and I'm wondering what you're hearing as far as relatively senior DC9 FOs using a VD to displace into a higher-paying MSP position, and not creating many MDs at the bottom of the category, making the 88B more senior than one would have thought.

Anecdotally, what are you guys hearing?

This is just a list of the categories in the company and most junior percentile to hold them. As you can see the Captains are shown in red, a color that signifies love, patience, kindness, self control, gentleness, peace and so on. :D

1 ) 9% LAX 767 A
2 ) 10% MSP 330 A
3 ) 14% DTW 744 A
4 ) 14% CVG 73N A
5 ) 18% SEA 330 A
6 ) 19% DTW 330 A
7 ) 22% ATL 777 A
8 ) 27% ATL 765 A
9 ) 27% NYC 777 A
10 ) 35% MSP 755 A
11 ) 38% SLC 767 A
12 ) 39% CVG 7ER A
13 ) 40% DTW 755 A
14 ) 42% ATL 7ER A
15 ) 42% ATL 767 A
16 ) 45% LAX 7ER A
17 ) 46% NYC 7ER A
18 ) 46% SLC 73N A
19 ) 48% LAX 73N A
20 ) 49% MEM 320 A
21 ) 51% CVG M88 A
22 ) 52% ATL 73N A
23 ) 53% DTW 320 A
24 ) 54% MSP 320 A
25 ) 56% LAX 767 B
26 ) 56% SLC M88 A
27 ) 61% NYC 73N A
28 ) 65% SEA 330 B
29 ) 67% DTW 744 B
30 ) 67% MSP 330 B
31 ) 69% ATL M88 A
32 ) 70% NYC 777 B
33 ) 71% ATL 777 B
34 ) 71% DTW 330 B
35 ) 74% MEM DC9 A
36 ) 74% ATL 765 B
37 ) 74% MSP DC9 A
38 ) 75% DTW DC9 A
39 ) 78% MSP 755 B
40 ) 81% NYC M88 A
41 ) 88% DTW 755 B
42 ) 91% ATL 767 B
43 ) 92% ATL 7ER B
44 ) 93% ATL 73N B
45 ) 94% LAX 7ER B
46 ) 94% SLC 767 B
47 ) 95% LAX 73N B
48 ) 95% CVG 7ER B
49 ) 96% SLC 73N B
50 ) 96% MSP 320 B
51 ) 97% NYC 7ER B
52 ) 98% MEM 320 B
53 ) 98% SLC M88 B
54 ) 99% DTW 320 B
55 ) 99% NYC 73N B
56 ) 99% CVG 73N B
57 ) 99% ATL M88 B
58 ) 99% MSP DC9 B
59 ) 100% MEM DC9 B
60 ) 100% DTW DC9 B
61 ) 100% CVG M88 B
62 ) 100% NYC M88 B

I don't think so. We have competed well with SWA when we have gone head to head. Look at SLC. SWA was supposed to have 200 plus departures a day by 206 in their plan for the hub. They are down to 34 departures a day now and never got above 80. ValueJet/Airtran has a lower cost structure then SWA. A merger will raise that rapidly to Delta's benefit in ATL.

It's under "Bids | Initial Bid" then last choice. Not intuitive at all. Then just select up to 5 days in a row. Since this choice protects you from being rerouted into those days, you will usually select days at the beginning of an X-day block.

Don't sugar coat it! How do you REALLY feel?:eek:

That's true, Sailing. Also, ValuTran's ATL "hub" is shrinking rapidly in favor of a different competitive landscape. They used to have 270 per day out of ATL, but now they're down to 188.

It says a lot when the focus of media darling "low cost carriers" turns to each other. AirTran, JetBlue, and Southwest are battling it out for BWI-BOS. Their business models are running out of places to profitably put airplanes. Gary Kelly of LUV called their announced service to PFN "an experiment to see if it will work for us." Those three have used labor arbitrage as a competitive advantage, and now that advantage has been greatly diminished.

Slow, care to throw in your $0.02?

UPDATE 2-JAL likely to choose Delta over American -Asahi
6:31am EST
* JAL likely to leave American and Oneworld for Delta-Asahi

* JAL says not leaning either way, still in talks with both

(Updates with background, analyst comments)

TOKYO, Dec 18 (Reuters) - Japan Airlines Corp <9205.T> is likely to choose Delta Air Lines <DAL.N> as its overseas partner, ending its ties with American Airlines <AMR.N> and the Oneworld alliance, Japan's Asahi newspaper reported on Friday.

JAL, Asia's largest carrier by revenue, strongly denied the report and said it was planning to make a decision early next month on whether to stick with American Airlines or defect to Delta and the rival SkyTeam airline group.

"It is absolutely wrong to say that we are leaning either way on the alliance decision at this moment," said JAL spokesman Kojiro Waki.

JAL has decided that switching to Skyteam would allow it to more effectively restructure its operations while also offering it better growth prospects, the Asahi newspaper said without citing a source for the information.

American, along with other members of the Oneworld alliance and private equity fund TPG, has offered to invest $1.1 billion in JAL and wants closer business ties under an "open skies" treaty signed by the U.S. and Japan governments last week.

Delta has said that it and other SkyTeam members are ready to offer a total aid package of about $1 billion, including $500 million in equity. Delta has also said it may team with a fund to sweeten its proposal. [ID:nN11142884] [ID:nT194302]

"We are still in ongoing discussions with JAL and we continue to maintain that American Airlines' offer is superior to that of any other rival," said Carlo Niederberger, a public relations official representing American Airlines in Japan.

A Delta spokeswoman declined to comment.

JAL, weighed down by $15 billion in debt and struggling to cut a $3.7 billion pension shortfall, is seeking a bailout from a government-backed turnaround fund. The fund is expected to decide whether to inject capital into JAL next month. [ID:nT349661]


ANTI-TRUST

Both U.S. airlines are keen to gain access to JAL's network to fast-growing Asian markets and a stronger foothold in Japan ahead of the expansion of the Haneda airport next year.

Delta has estimated JAL could gain $400 million in annual revenue by joining hands with the world's biggest carrier given that it transports several times the number of passengers on trans-Pacific routes.

Takahiko Kishi, an analyst at Mizuho Investors Securities, said forging ties with Delta would offer greater scope for cutting costs but warned the move could prove risky.

"With a move to SkyTeam the positive effects would not become visible for a year or so. The question is whether JAL can wait that long," Kishi said.

American has argued that JAL could lose $500 million in sales over a two-year transition period if it left Oneworld and that regulators would not approve anti-trust immunity for Delta and JAL under the open skies pact because SkyTeam would control the bulk of U.S.-Japan travel.

Delta says it believes it could receive anti-trust immunity, which allows airlines to work closely on pricing, scheduling and marketing to boost revenues and lower costs.

American has also argued that Delta would likely look to route more traffic through South Korean's Incheon International Airport, bypassing JAL and Japan. Delta is partners with Korean Air Lines Co <003490.KS> in SkyTeam.

"American doesn't have a hub in Japan or a hub in Korea that would compete for JAL's customers, siphoning important revenue and traffic from its network," American Airlines CEO Gerard Arpey told a news conference in Tokyo this week. (Reporting by Mariko Katsumura and Nathan Layne; Editing by Chris Gallagher and Mike Nesbit)