I think that this is a more important question. What would you rather see on the ramp, a shinny new 777 or a shinny new 195. Which airplane benefits the entire pilot group more. My bet is the 777. I say that the line is drawn in the sand as far as RJ flying goes and it needs to stay where it is. Buying back that flying is not an option. I don't see putting a guy off the property in a RJ seat mainline delta at a huge cost to the pilot group beneficial to the current mainline group other than more seats available to go backwards to if things go to hell in a hand basket. Mainline jets need to be tied to the number of RJs allowed. More RJS more mainline jets. Less mainline jets less RJs. The equation needs to be formed that works well for both parties. What is the Definition of RJ Flying. Well what is our min mainline jet number of seats???? That is your definition of RJ flying and mainline flying. Movement comes from the top wheather it be new widebodies or retirements and that's a fact. New smaller airplanes only moves a small segment up at the bottom that want to be a small airplane capts rather than a mainline fo. Just my .02 and food for thought.:)

That's what I'm talkin bout.:D

I heard a similar rumor from a new hire class, while I was at recurrent. Apparently Delta is looking at 195s. They are also shopping for good deals on 747-400s. Added to the rumor was speculation about more hiring in 2011.

As a side note, Southies shouldn't be afraid of doing recurrent at NATCO or Building N or Delta North or whatever it's called. The instructors are professional, the training was top notch and the hotel is better than the ********in ATL.

JABDIP;
I agree with most of what you state. It is true that larger jets pull the group up, but bottom seats also insulate the group as well. Scope is not a top or bottom issue. It is an issue that involves all flying, and imo no one seat is more important than the other. Pay defines importance, but a job is a job and importance is relative to your relative position on the list.
I like more wide bodies, but in this day and age of Code Shares, JV's etc, the ability to grow those is quite limited. The only place where we do not have one of these agreements seems to be the same place were we are seeing the most growth. Coincidence? I do not think so.

I agree that the RJ fleet size needs to be tied to the size of mainline. Not at the time of delivery, but each and every day.

Maybe you missed it, but I beleive that may guys do not want to buy it back, and in reality, that gauge sector is probably doomed as the economy returns and airspace once again become a premium. As far as I am concerned, selling seats at the bottom end to prop up the top end was a failed policy. It was a band aid for the association and the company. It has cause more harm than good for all parties.

The truth that many do not like to see is that the cost is too high to buy 510 seats back. There are bigger priorities for the pilot group for the next contract cycle. Would I love the added seats here?, yes, but I understand that things like pay and retirement need to be fully restored for that to even become a possibility. The ugly truth if you will.

In regard to large jet scope, agreements like the AF JV define what is our flying, and that should be the goal going forward with medium and small jet scope. Define what a Delta pilot does; All Delta flying except....... It is a change in wording but the effect is important.

The biggest pitfall we could repeat is to focus on large jet jobs and fail to look behind us. That has lead to a ton of stagnation.

I am deleting the hotel. Lets leave those off a public board.

I would expect nothing less from our brothers and sisters at NATCO. I have not meet one pilot that I have not been totally impressed with. Yes, that includes you Nu! :D

I like it too. That is 80 seats on the largest jets we have. That is a lot of training events.

DAL has always looked at the 195, but it is old technology. The C-Series, clean sheet 320/73N, or the 195X are really where their focus is. Of course we will not turn down a great deal on lightly used jets.

Jet Airways has a ton of 777-300's that will come avail once the 787 arrives, and Emirates will be trading in lightly used jets. All of those could be great deals for DAL.
Mexicina will probably be turning in the MEH 717's the Saudia MD-90's would work nicely with those.

Point is there are a lot of options out there that do not require us buying new jets just yet.

I'm all for bargain hunting. There are quite a few options available that fit within our airline. I guess that is one good thing about having such a large variety in the fleet.

Yep, it used to be fleet simplicity now it is fleet flexibility. With the airline being as big as it is, we are better able to have multiple fleets.

ACL,

Can you elaborate on that? It seems to me that fleet simplicity would still be more efficient, regardless of size. What am I missing?

When smart people talk about ultralong airplanes in terms of crews - they mean 4 bodies per crew, right?
Thx