Originally Posted by forgot to bid (Post 970674)

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

Originally Posted by 80ktsClamp (Post 970750)

I was about to post on here if that was newK with the deferred APU on D concourse this evening. I should have known (knewn?) better.

ATL has been a machine for me lately. 2 weeks and not a single flight that didnt make D0.

Originally Posted by Roadkill (Post 970759)

What's 44TR and 44WD mean on the wide report? Or better yet, where can I find a "key" that explains ALL the codes that show up on the bid reports?
Thanks!

Originally Posted by forgot to bid (Post 970663)

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.

Originally Posted by RockyBoy (Post 970693)

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.

Originally Posted by georgetg (Post 970734)

My take is this:

Those CASM are raw data and not adjusted for stage length
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

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

Originally Posted by tsquare (Post 970818)

... and then you would have one company (Airbus) that would be able to hold DAL hostage because they are an exclusive customer. Competition.. it's not just for cold war superpowers anymore.

Originally Posted by Columbia (Post 970830)

My thoughts as well. What if some type of common component was considered faulty for example, thereby grounding the entire fleet for a period of time? I would think you would want to maintain some sort of leverage over an OEM by not having an exclusive relationship. When you say "I do" then the chasing each other around naked with swim fins on stops (or so I've heard ) :)