|
Originally Posted by acl65pilot
(Post 857362)
FtB;
Regionals are good for the airline managers for a few reasons. Whipsaw is always one that we see, but the other is for the balance sheet. With 674 aircraft flying Delta passengers around that are not being "financed" by Delta but by the third party operators that is a lot of debt commitment that does not hit the mainline balance sheet. Yes, DAL is ultimately paying for the lease payments on these aircraft, but it does not hit our credit per se. Not being responsible for the lease agreement or aircraft note allows DAL to "show" less debt commitments in their 8 and 10-K's, as well as other filings. It in effect moves that debt commitment to a partner. We just pay airlines like SKW a fee that is "close" to the lease payment, but it is part of the contract and not actual debt for DAL. Make sense? |
Originally Posted by tsquare
(Post 857054)
Which former airline had captains that did a bigger percentage of walkarounds? Shall I continue?
|
Originally Posted by forgot to bid
(Post 857326)
I'll be honest, I didn't read it.
I'm just going off the conference call or wherever it was that RA or EB or whoever said we want out of RJ business. I don't know how you cancel contracts though. I'd be interested to know, if they could would they? The thing about scope, if we hold, the 50 seaters will eat themselves unless the double dip occurs and oil goes down. In a way, high oil but a sluggish economy would work in our favor. Anything that says more seats with less frequency. Of course we as pilots have a knack for missing the true equation. RJ lifers seem to think they're cheaper then we are, but pilot/asm generally works in our favor. I've seen numbers but I won't post because they're a little too good and so I doubt them. On the other hand, mainline pilots forget its not mainline casm vs rj casm, but rather mainline rasm-casm vs rj rasm-casm. He who contributes the most wins but to an extent its one big pot that can be broken out without taking into account the TYS-ATL-CDG passenger wouldn't have been on an RJ if it wasn't to connect to our international. Then of course, how many seats should or can a market have, thats the other equation and if you can have 2 76 seaters for the cost of 1 88, then whats best? If anyone can solve a rubic cube in 7 seconds and enjoys airplanes and messes, then they might be able to figure it all out with perfect future clarity. I think you're missing one very important thing. The numbers are certainly important, but don't forget about the quality of the product we provide to our customers. I think DCI as a "product" has proven to be significantly less quality than mainline. As a result, we are at the very least providing a poor quality product to our customers and at the worst running them off. I saw this in spades commuting on DCI for several years. I guess it's a combination of many different factors... but the bottom line result is that all these efforts to improve DCI have really just amounted to "putting lipstick on a pig". What really scares me is that our management doesn't seem to get this. They seem to be totally focused on the numbers and are missing the big picture. When I see articles like the monthly Richard Anderson column in Sky Magazine this month, I don't get the impression that DAL is even remotely considering downplaying DCI. If anything, I get the impression they would like for more of our flying to be DCI. I'd really be interested in any direct quotes from the meeting you guys are talking about. Sounds like a direct conflict with everything else we've been seeing and hearing. |
Originally Posted by forgot to bid
(Post 857371)
Oh yeah, I forgot about the debt issues we talked about a few months ago when it came to dci. I guess I thought our debt had gone away after we reported our profits... :D
Off the top my head I believe we still have 15+ billion in debt, 42 billion in commitments, and about 6 billion in cash. |
Originally Posted by DAL 88 Driver
(Post 857387)
FTB,
I think you're missing one very important thing. The numbers are certainly important, but don't forget about the quality of the product we provide to our customers. I think DCI as a "product" has proven to be significantly less quality than mainline. As a result, we are at the very least providing a poor quality product to our customers and at the worst running them off. I saw this in spades commuting on DCI for several years. I guess it's a combination of many different factors... but the bottom line result is that all these efforts to improve DCI have really just amounted to "putting lipstick on a pig". What really scares me is that our management doesn't seem to get this. They seem to be totally focused on the numbers and are missing the big picture. When I see articles like the monthly Richard Anderson column in Sky Magazine this month, I don't get the impression that DAL is even remotely considering downplaying DCI. If anything, I get the impression they would like for more of our flying to be DCI. I'd really be interested in any direct quotes from the meeting you guys are talking about. Sounds like a direct conflict with everything else we've been seeing and hearing. With that in mind, it would be unwise for a CEO to belittle any part of an operation that will be a significant player for that time period. Those articles are a sales job to the public. I do agree that the DCI mess is just that. Too many different procedures and airlines trying to mimic the mainline. It leads to a lot of work and a lot of different products. DAL has done there very best to blur the line between DCI and mainline. To many consumers it is the same thing, and they have achieved their goal, but to others it will never come close. Keep in mind that pilots are aware of all of this stuff, Joe consumer is generally ignorant about it. I use my sister as an example. She is a very successful attorney, and she could care less as long as the time is right and the price is right. This holds true for the MEH Connect service and the DCI service. She is just tickled pink that she now can buy a first class seat on DCI. Point is the consumer is price conscious and except for the minority will not book around the DCI product. As Sailing has stated there are only a few ways to force the business case away from small lift. It needs to be financially beneficial for the corporation, contractually prohibited, or there needs to be some legislative interjection. DAL has proven time and again that DCI is not good but good enough. Because of this, the above factors need to be where the energy and resources are allocated. |
I have a reserve/pay question. If I'm a long call pilot, I put in a GS for an on call day, and they call me with a rotation that has a less than 12 hour callout, do I get any extra pay? Here's the PWA excerpt...
A long call reserve pilot who is awarded a GS rotation with a report that is within 12 hours of the first attempted contact will receive single pay, no credit for the first duty period of the rotation (in addition to any other pay and credit for the bid period). What is single pay, no credit? Does that mean the rotation just gets added towards my guarantee or do I get extra hours on top of my 70 hour guarantee like I would with a GS on an X day? |
That answers the question. You get whatever today's credit is above your 70 hr guarantee.
|
Single pay no credit, mean that it is pay, and is not calculated in your total credit for the month at the bottom of your LOT in DBMS.
|
If Delta wants to get out of the regional business, are they just going to let all of the smaller markets go to the competition?
|
So ACL, not saying this will happen, but if DAL wanted out of 100% of all of it's DCI contracts could a 2012 PWA with no DCI scope language end DCI overnight?
|
| All times are GMT -8. The time now is 01:46 PM. |
Website Copyright © 2026 MH Sub I, LLC dba Internet Brands