I'm curious what is in a DOT Form 41 (T2 and P-5.2) document. The only thing I see is you download an adobe $700 program and you can see the free download from the DOT.

https://1bts.rita.dot.gov/pdc/user/p...SC,%204%20DESC

I look at those numbers and this is what I wonder, are the numbers skewed because of the extremely small size of the MD90 fleet? Such as we only have 16 aircraft in the fleet of 600 with those particular engines. I realize that the fuel burn of the 738 and 90 are almost identical so once the seating is identical then they should be very similar CASM in fuel numbers alone right?

And this is before we talk acquisition prices which I take it is not included in these numbers? Otherwise it'd be more economical to dump every 88/90/9/737/738 and order 320s as a replacement.

About the IT.

It was explained to me the other day that if you look at a department that deals with HVCs (and I won't name names) but they right now have a need to do something that would make life a lot easier for our customers to accomplish their goals on our website. A simple pull down menu on the website is basically what they need.

In 1 year they'll get that simple fix implemented by IT.

That's the backlog. Told my wife that and she said that's how it was at AT&T/Bellsouth, if a problem was found for the customer and you wanted the website updated and corrected it could take months to over a year. Maybe sometimes that is why our best thought out solutions fall on deaf ears because people have already fought that battle and lost.

It was also explained if IT could hire people that would help a lot. But I guess there is a freeze?

As to the IT, it is my understanding what you're looking at is not Delta's stuff but NWA.

It's really your fault, really. Not to be redundant but it deserves to be repeated over and over... and over.

Once you pull that chariot up to the gate Newk, leader of the Fly DC Jets congregation, and they know you're there, they're not going to want you to leave.

It's really a complement that you're late. A complement to you.

So maybe if you'd just stay in the cockpit and keep to yourself and don't open that door, the plane will get out on time?

Otherwise, once they sense the Newk is there, all hell breaks loose.

http://aviewfromthemeadow.files.word...eatlemania.jpg

Honestly, I don't know why, but I find that life is hard for a fish out of water. We all can go to an outstation and be in and out but go to a hub that didn't have that aircraft there before and somehow wires cross. I pitty 747s in ATL, 767s in MSP, 88s in DTW, 9s in ATL, and so on and well, 747s, 767s, 777s, MD88s, 9s, 320s, 319s, 330s and 737s in JFK.

But don't take my word... I've only flown 6 hours in 30 days and 50 in 90 days. I hardly fly, but when I did, that was my thought. 80ktsclamp flies more in 1 day then I flew in a month, and more in 3 weeks then I do in a quarter, and I do rub it in. Like now.

Replace the 88/90 fleet with 320's, the 757 fleet with 321's, order more 330's, ditch the 787 for the 350, and you would save TON's of cash due to fleet commonality and training costs. Whether you love or hate Airbus, you have to admit they know what they are doing when it comes to providing a product that can reduce costs for an airline that needs more than one fleet type.

I could go along with that plan ;)

Does the A321 even have the legs of the 757? Wiki says no. But don't put a lot of faith in Wiki for good reason.

They don't call the 321 the lead sled for nothing. It's a ton of fun departing Vegas during the summer, no doubt.

My take is this:

Those CASM are raw data and not adjusted for stage length

You fly a lot of short flights with little planes and your CASMS are high
(extreme example 50seat RJ)

Fly the 744 to the edge of its range and you get the best CASM numbers in the fleet.

My guess is that the chart has numbers for the purchased new MD90s.
No way were they under $30M brand new. The "previously owned" MD90s we're getting are all in $10M. that would put the new MD90s right around $0.06. Adjust for 160 seats and the number goes to $0.056, or about even with the A320 and thats on much shorter stage lengths.

As for the Fleet Renewal RFP issued one thing is clear.

If you're going to order new jets it's obvious which ones the company will buy. The numbers also bear out why the A321 with sharklets will have the super-low CASMs when it becomes available late next year.

Cheers
George

The current A321 doesn't.

There is an improved model available next year.

By adding sharklets (between a raked wingtip and a winglet) and by increasing the MTOW the new model A321 will be able to do trans-cons and Westcoast - Hawaii. That model will have 17% fuel burn advantage over the existing 757-200.

My takeaway:

The oldest 757 days are numbered and those birds will be replaced by A321 as part of the Fleet Renewal RFP.
The 757-300 and the T-way ETOPS birds will stay in the fleet for a good deal longer...

Cheers
George