Excellent. Muhahahaha.

That's where the "or military orders" part comes in. Just bring a copy of your separation orders. A couple of guys I interviewed with were in that boat. No worries.

Thanks for the replies. Separation orders; makes sense. I'll inquire in that direction. I'm three months from going on terminal leave so I'll probably be able to get those in a month, perhaps less.

A question for you Delta guys: When Anderson took over as CEO, I remember Capt Lee Moak asking him point blank if he was looking to merge Delta with another carrier, and Anderson, in so many words said no, IIRC. Now, there is all this talk of possible mergers and how it would be the best thing for shareholder value, blah blah blah. I was just curious what the pilot group thinks about this?

Also, there was some speculation of an impending order for up to 125 787's and Anderson was quoted in the Atlanta-Journal Constitution as saying he doesn't know of any airline that needs 120 787's.

I don't believe there are any mergers in the works. There will always be talk, but at this point that's all it is. However, Delta does have to be prepared to act if consolidation starts to happen. I think that's all Anderson was trying to say in recent interviews.

Speculation about 125 787s was just that....speculation. It came from a quote from Jim Whitehurst at the Paris Airshow where he said he could see the need in the future for up to 125 787s, which makes sense because Delta has about that many 767s that will need to be replaced eventually. The press went wild with that comment and inferred that an order for 125 787s was imminent. The 767s will have to be replaced, but that is still down the road a ways.

Andersen and Bastion have said lately that we need to be very careful about taking on debt. I don't expect to see any large orders for aircraft in the near future.

I think that when Anderson took the helm, all of the big crazy plans were put on hold for a little bit. They are doing more with less. Fact is that I think that DAL is trying to find a way to make the 767's last until there are production slots. Boeing does not want to open that second line that AMR and DAL want so badly. They have learned from their mistakes, and do not want to repeat that. So until there is a second production line, expect DAL to go after a lot of used 777's with a some 737's added to the mix. They may get a 100 seater, but I think that they are hoping they can sway the pilot group to let that fly on the connection label. (Shuttle America buying 175 with 76 seat. It is under the limit, but it could be changed in weeks if they get the relief.)
Not getting in to debit is good. It makes the ones who have gotten here have a better chance of staying here. That is good for everyone.
DAL has some big plans. It may just take a little longer to see them. In the near term look to see LAX have some nice expansion, and ATL, and JFK to get some diversification for their flying, CVG, will swap some 88 for 90's and 737's. Either way there is growth and more room for new hires. Next year will be a banner year as well.

So, regarding LAX with -400 leaving and 76ER coming what would be the bottom line? Growth of the base or shrinking?

Also, with SLC-CDG coming is SLC going to have a small ER base or would those flight be done by pilots from some other base with flow through SLC?

Thanks

Overall LAX will grow. 73N is headed there as well.

SLC (most of us think) will be flown by deadheading pilots. Probably picking up the plane from NYC or LAX crews. NYC ER is growing a great deal in the next quarter or two.

SLC will most likely be a "W" trip; a six day trip ATL-CDG-SLC-CDG-ATL.

This may have been mentioned; announced today:
JFK-Lyon
JFK-Paris Orly

as well as LHR