Any "Latest & Greatest" about Delta?
11-01-2011 | 11:01 PM
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From: window seat
Are the AF FA's even asking us not to increase frequency or gauge? Perhaps, as is the case in many strikes, they want other airlines to pick up the pax to pressure their company? Although that would depend on how and where that particular revenue flows from those particular extra/upsided flights in question.
Are the AF pilots even being asked to sympathy strike? Would the AF FA's sympathy strike for us if asked? For their own pilots? How good is their section 1?
11-01-2011 | 11:04 PM
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From: window seat
11-01-2011 | 11:16 PM
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
No Gloopy, I'm serious. Here's Air France's published quarter and I'll grab ours in a second:
Passenger business
Traffic progressed by 9.3% for capacity up by 7.5%, leading to an improvement in load factor of 1.5 points to 85.2%. Capacity grew by only 5.2% taking into account the impact of the air traffic control strikes of September 2010, cabin configuration changes on some B777s, and the progressive take-over of capacities operated by Martinair. The number of passengers stood at 6.86 millions, up by 8.4%. Unit revenue per available seat kilometer (RASK) excluding currency was slightly up on September 2010. However, given the volatility of recent months and based on currently available indicators, activity in October could be less dynamic.
On the Americas network, traffic rose 12.2% for capacity up by 10.8%. The load factor gained 1.1 points to 90.6%.
The Asia network remained dynamic. Traffic (+9.7%) kept pace with the rise in capacity (+9.4%), leading to a load factor of 88.8% (+0.3 points). Traffic to Japan returned to the level of September 2010, but unit revenue remained below pre-crisis.
The Africa and Middle East network saw traffic rise by 2.9% for capacity down by 1.3%. The load factor gained 3.4 points to 82.9%. Traffic to/from Ivory Coast recovered strongly, but less so on Egyptian routes.
On the Caribbean and Indian Ocean network, traffic was up by 6.4% for capacity up by 4.7%. The load factor gained 1.2 points to 76.6%.
The European network saw the cancellation of 1,300 flights in September 2010, leading to a favorable comparison basis. Traffic progressed by 9.5% for capacity up by 7.3%. The load factor gained 1.6 points to 78.2%.
Traffic progressed by 9.3% for capacity up by 7.5%, leading to an improvement in load factor of 1.5 points to 85.2%. Capacity grew by only 5.2% taking into account the impact of the air traffic control strikes of September 2010, cabin configuration changes on some B777s, and the progressive take-over of capacities operated by Martinair. The number of passengers stood at 6.86 millions, up by 8.4%. Unit revenue per available seat kilometer (RASK) excluding currency was slightly up on September 2010. However, given the volatility of recent months and based on currently available indicators, activity in October could be less dynamic.
On the Americas network, traffic rose 12.2% for capacity up by 10.8%. The load factor gained 1.1 points to 90.6%.
The Asia network remained dynamic. Traffic (+9.7%) kept pace with the rise in capacity (+9.4%), leading to a load factor of 88.8% (+0.3 points). Traffic to Japan returned to the level of September 2010, but unit revenue remained below pre-crisis.
The Africa and Middle East network saw traffic rise by 2.9% for capacity down by 1.3%. The load factor gained 3.4 points to 82.9%. Traffic to/from Ivory Coast recovered strongly, but less so on Egyptian routes.
On the Caribbean and Indian Ocean network, traffic was up by 6.4% for capacity up by 4.7%. The load factor gained 1.2 points to 76.6%.
The European network saw the cancellation of 1,300 flights in September 2010, leading to a favorable comparison basis. Traffic progressed by 9.5% for capacity up by 7.3%. The load factor gained 1.6 points to 78.2%.
Delta Air Lines Inc. said Tuesday it will shrink seating capacity next year in an effort to remain profitable despite rising fuel prices.
Atlanta-based Delta (NYSE: DAL), which is the dominant carrier at Minneapolis-St. Paul International Airport , said in a regulatory filing that seating capacity will be 2 percent to 3 percent lower than 2011 levels.
The airline also said it was reducing flying in the last three months of the year by 4 percent to 5 percent.
Delta plans to cut flights to Europe by as much as 12 percent in the fourth quarter and flights to Asia and within the United States by 1 percent to 3 percent. The only market that's seeing an increase in traffic is Latin America, projected to be up 3 to five percent.
Atlanta-based Delta (NYSE: DAL), which is the dominant carrier at Minneapolis-St. Paul International Airport , said in a regulatory filing that seating capacity will be 2 percent to 3 percent lower than 2011 levels.
The airline also said it was reducing flying in the last three months of the year by 4 percent to 5 percent.
Delta plans to cut flights to Europe by as much as 12 percent in the fourth quarter and flights to Asia and within the United States by 1 percent to 3 percent. The only market that's seeing an increase in traffic is Latin America, projected to be up 3 to five percent.
11-01-2011 | 11:37 PM
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Alaska reported 6% higher mainline capacity, this quarter and expects it grow another 4% in Q4. The carrier is expanding its service between San Diego and Hawaii, with the launch of daily nonstop flight to Honolulu in November. Hawaii now accounts for about 20% of the network for Alaska.
I have heard wonderful things about Hauenstein. Watched as we added new international destination only to soon retract them. Not sure why he would overlook this oppertunity. Hawaii flying was a no brainer yet we have been and still are happy to let Alaska (and soon SWA) run away with it (we have actually reduced our HI flying). Could be I don't see the big picture (ie Delta is pulling back/reducing any overlap with Alaska for a future merger). If this is not the case it seems asinine to let an obvious profitable market go to other competitors. Does delta want to make more money? They could have, had they bumped up Hawaii flying starting a couple years ago. Scratching head.
11-01-2011 | 11:46 PM
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Not to mention how Alaska's pilots would spin this in a merger.
I more expect us to buy Hawaiian. Controlling interest in the the airline could be acquired for less than the cost of a single new A330. JetBlue does not want to sell and the regulators who love Jet Blue in New York would have a conniption. Alaska's expensive and apparently management is happy with them being a fully at risk Delta Connection Carrier.
Ways Alaska is like ASA in 1999:
- Fully at risk Delta Connection carrier with no scope limits
- Operating jets in the range of 120 seats and smaller turboprops under a separate certificate
- Delta ran the airlines stock price up by transferring flying to it
- Delta can manipulate the stock price down by threatening to cancel codeshare with it
I more expect us to buy Hawaiian. Controlling interest in the the airline could be acquired for less than the cost of a single new A330. JetBlue does not want to sell and the regulators who love Jet Blue in New York would have a conniption. Alaska's expensive and apparently management is happy with them being a fully at risk Delta Connection Carrier.
Ways Alaska is like ASA in 1999:
- Fully at risk Delta Connection carrier with no scope limits
- Operating jets in the range of 120 seats and smaller turboprops under a separate certificate
- Delta ran the airlines stock price up by transferring flying to it
- Delta can manipulate the stock price down by threatening to cancel codeshare with it
11-01-2011 | 11:50 PM
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It's funny this talk of leaving DAL for SWA. Each airline is so cyclical. It's like buying a stock when its peaked. In my opinion, SWA has peaked as far as airline careers go. It's a great company to work for, but I think that ship has sailed. It is morphing it to a legacy. In a decade it will be just like the rest of us, including a disgruntled pilot group because of no movement. Growth makes employees very happy, especially if you are under a seniority based system.
I am sure Delta guys in 1999 had doubts about the company. Then C2K came along and we were among the highest paid pilots in the industry. Didn't Southwest use these rates in their negotiating?
C12K is coming and it's up to our pilot group to get restoration. So much was given to help the company in it's time of need.
I am sure Delta guys in 1999 had doubts about the company. Then C2K came along and we were among the highest paid pilots in the industry. Didn't Southwest use these rates in their negotiating?
C12K is coming and it's up to our pilot group to get restoration. So much was given to help the company in it's time of need.
11-01-2011 | 11:55 PM
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From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
It is difficult for me to define C2K as "successful" given its failure to protect jobs from being transferred and its monetary gains were subsequently surrendered.
IMHO Leo Mullin and his crew set out to destroy Contract 2000 before the ink was even dry.
The real skill is not getting something as much as it is keeping it.
11-02-2011 | 03:29 AM
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From: 737n/FO
For all the Mil guys out there. Delta does keep track of the 5 cumulative/consecutive year rule for mil leave and in fact they will make a very nice call to you when you near the 5 year mark and politely ask you to return or resign (its just business) They are very aware of all of the types of title 10 orders out there as the various letters and exemptions. Keep in mind I am referring to 5 year blocks of mil leave, not 30 days here and 45 there.
Actually, 16.5 years to crack the top half of the list is not to bad. It is 25% better than all of the 2000-2001 hires who are looking at 21 years to get into the top half of the list.
480 retirements between now and the end of 2015 that is why they are not hiring. No hiring in 2012 according to recent re-indoc class visits by big wigs. They truly seemed unconcerned about staffing, everybody was surprised. (and kinda depressed)
Good Luck to all it has been a crap decade.
Actually, 16.5 years to crack the top half of the list is not to bad. It is 25% better than all of the 2000-2001 hires who are looking at 21 years to get into the top half of the list.
480 retirements between now and the end of 2015 that is why they are not hiring. No hiring in 2012 according to recent re-indoc class visits by big wigs. They truly seemed unconcerned about staffing, everybody was surprised. (and kinda depressed)
Good Luck to all it has been a crap decade.
11-02-2011 | 04:22 AM
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From: Light Chop
80, you are missing how this works friend. We are being used right now to undermine the negotiations of another organized labor group. I am pointing out how this works so you'll understand when it happens to us:
Air France's Cabin Crew called a strike and were only able to ground 12% of the operations. That's nearly no bargaining leverage.
Air France's Cabin Crew called a strike and were only able to ground 12% of the operations. That's nearly no bargaining leverage.
Such that if AF shifted over to DAL as long as we didn't up gauge a route we'd be compliant? I'd have to assume (DALPA) is monitoring this and assume we're not replacing them until we hear otherwise.
But it doesn't bode well for future strikes when JV and Skyteam can assist the lift but are we really replacing them?
11-02-2011 | 04:29 AM
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From: Light Chop
Its frustrating to watch this. After Aloha/ATA pulled out of Hawaii there was a huge opportunity left behind. Prior to the Alaska flights just added out of San Diego, Hawaii flying represented 15% of Alaska's total flying yet has been been netting them 35% of their total profits.
I have heard wonderful things about Hauenstein. Watched as we added new international destination only to soon retract them. Not sure why he would overlook this oppertunity. Hawaii flying was a no brainer yet we have been and still are happy to let Alaska (and soon SWA) run away with it (we have actually reduced our HI flying). Could be I don't see the big picture (ie Delta is pulling back/reducing any overlap with Alaska for a future merger). If this is not the case it seems asinine to let an obvious profitable market go to other competitors. Does delta want to make more money? They could have, had they bumped up Hawaii flying starting a couple years ago. Scratching head.
I have heard wonderful things about Hauenstein. Watched as we added new international destination only to soon retract them. Not sure why he would overlook this oppertunity. Hawaii flying was a no brainer yet we have been and still are happy to let Alaska (and soon SWA) run away with it (we have actually reduced our HI flying). Could be I don't see the big picture (ie Delta is pulling back/reducing any overlap with Alaska for a future merger). If this is not the case it seems asinine to let an obvious profitable market go to other competitors. Does delta want to make more money? They could have, had they bumped up Hawaii flying starting a couple years ago. Scratching head.
First, I'm not ready to just sit back and let the AS deal continue as is but what if there was a plan? Let us say it's true that the west coast saturated, we'd lose money entering the market and AS has strong brand loyalty. So set up an alliance, allow passengers to fly on AS to a hub and then international with Delta, get them hooked on a Delta product and FF program.
Meanwhile, allow AS to take over HI flying and get out of that market. Then merge with HI, have no overlap and no issues to assist with government approval and then end AS deal and insert your own equipment back in the market but now you have something you didn't before - market share and loyalty.
And if you can pull it off, have AMR buy AS at a premium.
That's tin foil hat stuff right there.
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