Airline Pilot Central Forums - Any "Latest & Greatest" about Delta?

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Quote:

Originally Posted by keenster (Post 798871)

I am hoping that you have a new brokerage account if you had one on the NWA side of things. Hopefully we get some good info on this and not the same kind of info for Phase 6.:eek: I have not gotten a package yet.

From everything that I have read, the South guys are doing the conversion to the new funds about a month in advance of the North guys. For what reason, I do not know but I would not be surprised if you do not see anything for a month or so because of the later transition date for North guys. Just a guess on my part.

Denny

Quote:

Originally Posted by Fly4hire (Post 798881)

AWABS/WDR question: is it true the line guys don't trust the lowest de-rate TO settings and the "gouge" is to go down to the 3rd de-rate setting?

Took off out of LAS as few days ago at a AT49 - made all the restrictions plus a few thousand feet, but sure seemed doggy for a 757

I don't think it is a "trust" issue. If you use the numbers you should be good. If available, I just prefer to have the extra padding. Lot's of times the most reduced temps will only allow a tailwind of 3 or 4 knots whereas one of the lower reduced setting will allow a 10 knot TW. There are many times you will see all the reduced temp settings don't give you much margin. It's what you are comfortable with. Once you go to climb power it's all moot anyway!

Denny

Quote:

Originally Posted by Fly4hire (Post 798881)

Well, it they are doing it, it really is for no reason. It is always Captain's discretion, but those numbers have a safe tolerance added in, so your are in effect padding a padded number.

Quote:

Originally Posted by Fly4hire (Post 798881)

Not that I've heard - on the ER in NYC, we almost always use the lowest derate settings. It depends on the wx though, as sometimes the wind component is pretty close to the actual wind, so if there's a bit of extra wind the wrong way, you're numbers are invalid.

But 98% of the FOs (on the ER, the relief FO reads the numbers) read off the lowest de-rate settings (by lowest, I mean the highest temperature derate) and the Captain is happy with them.

Well those are first and second climb segment numbers anyway. :rolleyes:

Quote:

Originally Posted by alfaromeo (Post 798819)

Capital expenditures do not affect the profit and loss statement, in just the same manner that borrowing money does not affect the profit and loss. You can't "hide" profits by buying aircraft or paying down debt just like you cannot "create" profits by borrowing money. It is easy to mix up a cash flow and debt analysis with a profit and loss statement. Buying aircraft and paying debt are all cash flow items and not profit and loss.

Profit and loss basically deals with how much it costs to fly airplanes around, and how much you collect from your customers by flying airplanes around. Interest expense and lease costs are included in profit and loss. If you reduce your debt, you reduce your future interest payments and you increase your future profit.

This quarter Delta created a mountain of cash. They paid into pensions, early, they paid cash for 6 jets, they reduced debt and they added $600 million to their cash balance. This is good. Reducing the debt will only reduce our further interest payments and increase future profits. Remember that some of this mountain of cash came from future payments for summer flying, so these results will not be the same for the rest of the year.

You can't hide profits by paying cash for things, you can only reduce your debt and that is a good thing.

Thanks Alfa,

I'm not particularly latching on to the consiracy theory angle, but obviously we make decisions as to what we finance and what we don't based on rates. If we have a mountain of debt, and we choose to pay the latest purchase in cash, that would suggest to me we don't have a great rate for it, vs. the rate on debt we are currently financing.

Obviously, paying cash for those 777's doesn't increase our cash position. This is probably strictly a negotiation/rate issue that's not of particular importance to the pilots. Not in terms of negotiating a contract, anyway.

Sorry, I haven't reviewed recent posts, so I'm not up to date on this thread. BUT: My FA wife just got her line for next month. She bid low time and got 90hrs. Does anyone know where this time is coming from? Is it increased flying on the widebodies?

As to the reserve roulette game, I've never personally had scheduling add SC after all of the SCs were already given out which typically happens around 10am-12pm mecca time or at the worst 3pm. Few people would be home by then. So don't leave town until you call DAL-CREW and go 1 > 2 > 2.

Now that said, I've noticed a trend with scheduling in that most of the week they only put a few people on SC for a given slot 0400-1600, 0700-1900, etc. But on Thursdays, they put about double or even more on SC then they do at other times. It might be because Thursday trips go TH-FR-SA or -SU, i.e. people tend to get sick. I don't know but I'd actually hope thats the case rather than the Thursday scheduler does it different then the others.

---
Captain Sully was in the American Idol audience, they took time to clap for him. :eek:

http://i42.tinypic.com/awdm4n.jpg

Ah... I think I can see my old apartment from there...

Do note that the dude is actually swinging a cactus. Who swings a cactus??