Any "Latest & Greatest" about Delta?
12-31-2011 | 09:28 AM
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From: 765-A
I know the 777 positions are dwindling, but what about the 330 and 320 spots? Aren't those making up for the decrease? (Yes, I know. Lower paying positions.)
12-31-2011 | 09:32 AM
Runs with scissors
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From: Going to hell in a bucket, but enjoying the ride .
Sorry I missed that conversation, I've been 'off line' a lot the past 10 days or so with the holidays, the 4 kids, the wife, her parents, oh...and work. I just flew 17:14 from Joburg this morning...boy are my arms tired!
At least we had moderate turb. for over 4 hours in and around the equator.
Not a whole lot of sleeping going on there!Now I remember why I quit bidding it!
12-31-2011 | 09:35 AM
Runs with scissors
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From: Going to hell in a bucket, but enjoying the ride .
Yeah, supposedly the 330 will be doing all that ATL-Africa and SA flying. I haven't been keeping track of the total numbers in base, but if the 777 goes, there will be a huge downdraft into all the other categorys, by guys who say things like, "I would NEVER commute!"
I've got to go take a nap, big party tonight and I've been up since...yesterday morning.
12-31-2011 | 10:02 AM
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From: B757/767
I have heard this buyout term thrown around once in a while, but what "buyout" are you refering to? Something at CAL?
There was never a buyout at DAL, not this last time and not back in 1996, but the company did let 505 guys retire early (in 1996) with "as if you were age 60" benefits.
When the guys left DAL just before bankruptcy, they basically got -half- of what they had earned in their Defined Benefit retirements. There was a "50% Lump Sum" option to the DB plan. Not more, just half, and certainly no "buyout" from the company! They never got the other half. There is a group of them trying to sue the PBGC to get some of the other half.
Of course the guys who stayed didn't even get the half.
There was never a buyout at DAL, not this last time and not back in 1996, but the company did let 505 guys retire early (in 1996) with "as if you were age 60" benefits.
When the guys left DAL just before bankruptcy, they basically got -half- of what they had earned in their Defined Benefit retirements. There was a "50% Lump Sum" option to the DB plan. Not more, just half, and certainly no "buyout" from the company! They never got the other half. There is a group of them trying to sue the PBGC to get some of the other half.
Of course the guys who stayed didn't even get the half.
12-31-2011 | 10:13 AM
The Brown Dot +1
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From: 777B
And yeah, the 330 is a lower paying category than the 777, but not a ton lower. I have seriously been considering bidding it. I miss Europe. I also figure that a brush with Airbus logic before I decide to grow up and bid Captain is prolly not a bad idea...options and all.
It's probably several years before I decide to grow up though. I kind of like my current job.
Oh yeah, our conversation on the Constanza of Atlanta may have been a lot farther back, it took place in November.
12-31-2011 | 10:36 AM
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I heard they may move ALL the 777 flying to DTW...we lost TLV, it's not coming back, and LOS. A F/A just last night told me they have been told that in March, they are going to put the 747 back on ATL-NRT.
So what's left? DXB and JNB and SYD. They can easily cover that from DTW, with deadheadding, just like they do now. This same F/A told me they were told, "ATL international flying will only be Africa and South America. NYC will do all the Europe and DTW will do all the Asia flying..."
Just remember..."Commuting is a Choice!"
So what's left? DXB and JNB and SYD. They can easily cover that from DTW, with deadheadding, just like they do now. This same F/A told me they were told, "ATL international flying will only be Africa and South America. NYC will do all the Europe and DTW will do all the Asia flying..."
Just remember..."Commuting is a Choice!"
12-31-2011 | 11:02 AM
The Brown Dot +1
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From: 777B
My understanding is that SYD will continue to be a 777 and will continue to start and end with a DH. So, the senior guys who live in LA will continue to fly it, they will just have to bid to where that trip will originate...I'm hearing DTW.
12-31-2011 | 11:03 AM
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From: LAX ERA
That would be interesting. What is the seat difference between an A330-200 and a 777?
I wonder if there would be enough flying for an LAX A330 base (SNY, HND & sometimes NRT). There were LAX 777 rumors.
Ferd
I wonder if there would be enough flying for an LAX A330 base (SNY, HND & sometimes NRT). There were LAX 777 rumors.
Ferd
12-31-2011 | 11:06 AM
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From: LAX ERA
12-31-2011 | 11:47 AM
veut gagner à la loterie
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From: Light Chop
Me in the back. It's my thing. Always a wingman.
Bar, I Tebow that you're right, it would be very good.
But the thing is, if we're profitable with the fleet as is why would increasing debt to have the same seating and possibly same range help us be more profitable?
The C-Series would be fantastic if it's everything the drawings say it will be plus it comes at 739 type discounts. I'm not sure what they'd do if they could get their hands on the 717s before the C-Series flies. I guess one way to look at it is if a restaurant is empty at noon then there might be a reason. Others haven't ordered the C-Series either.
But I'd love to have a huge fleet of them. They seem nice but here's an interesting possibly throw away pull quote from a recent C-series article:
Scambo,
You know my position on our outsourcing. The current crop of 70 to 76 seat jets have roughly MD88 operating numbers per ASM. There will be a niche for them, but as American drops the MD's and leaves us with the highest comparable CASM, the market is ripe for the C Series, or something similar.
The reasons for optimism in 2012 and 2013 are a number of long term initiatives which should begin bearing fruit. We will have the new Atlanta international terminal coming on line just as AirTran/SWA starts capacity adjustments. That should help us both operationally and on the revenue side. Progress is being made on our JFK terminal which should help us in 2013 and network is begining to make noises about bringing a fight for business traffic in LAX. It appears we are ready to take advantage of any disruption in American's operation.
We are under fleeted for a lot of this. Partners will be used to fill far to many holes and we must address that in our negotiations. But, there is enough here to think Delta will have to bring mainline capacity on line and grow staffing.
Operationally, we are running better than we have in years and our targets for 2012 have increased to solid industry leading levels. When you see the resources coming on line to support these levels of performance it looks positive.
The wildcards will be Europe, Fuel and possibly Asia. If Iran tries to block the Strait of Hormuz it would be interesting until there were three more Kilo Class subs on the ocean floor.
You know my position on our outsourcing. The current crop of 70 to 76 seat jets have roughly MD88 operating numbers per ASM. There will be a niche for them, but as American drops the MD's and leaves us with the highest comparable CASM, the market is ripe for the C Series, or something similar.
The reasons for optimism in 2012 and 2013 are a number of long term initiatives which should begin bearing fruit. We will have the new Atlanta international terminal coming on line just as AirTran/SWA starts capacity adjustments. That should help us both operationally and on the revenue side. Progress is being made on our JFK terminal which should help us in 2013 and network is begining to make noises about bringing a fight for business traffic in LAX. It appears we are ready to take advantage of any disruption in American's operation.
We are under fleeted for a lot of this. Partners will be used to fill far to many holes and we must address that in our negotiations. But, there is enough here to think Delta will have to bring mainline capacity on line and grow staffing.
Operationally, we are running better than we have in years and our targets for 2012 have increased to solid industry leading levels. When you see the resources coming on line to support these levels of performance it looks positive.
The wildcards will be Europe, Fuel and possibly Asia. If Iran tries to block the Strait of Hormuz it would be interesting until there were three more Kilo Class subs on the ocean floor.
Back to the L&G on Delta. According to a MD88 LCA, at the last meeting with management ... next quarter will be the most profitable Winter in Delta's history.
IMHO - sets us up well for the discussion of a 100 to 130 seat jet which is supposed to be revisited this year, as well as C2012.
IMHO - sets us up well for the discussion of a 100 to 130 seat jet which is supposed to be revisited this year, as well as C2012.
Sure fuel is an issue but you can hedge on a plane or hedge on the fuel, but only one has to be a long term financial commitment.
I ask because I saw this with CAL. Pre 9/11 they had this shiny new fleet of jets (excluding 735s) and all of it Boeing and all on the credit card. 9/11 happens and our industry takes a dive and they still have a high credit card payment while NWA had them by the privates. The C-Series would be fantastic if it's everything the drawings say it will be plus it comes at 739 type discounts. I'm not sure what they'd do if they could get their hands on the 717s before the C-Series flies. I guess one way to look at it is if a restaurant is empty at noon then there might be a reason. Others haven't ordered the C-Series either.
But I'd love to have a huge fleet of them. They seem nice but here's an interesting possibly throw away pull quote from a recent C-series article:
Production slots for the CSeries are already booked until mid-2016, which means the company won’t need to discount the aircraft just to keep production lines operating, Beaudoin said.
The jet will compete against the smallest variants of single-aisle 737s from Chicago-based Boeing and A320s from Toulouse, France-based Airbus. Brazil’s Embraer SA (EMBR3) said last month it will upgrade its E-170 and E-190 jets with new engines and wings by 2018 rather than build a new, larger model to take on the CSeries and its competitors.
The jet will compete against the smallest variants of single-aisle 737s from Chicago-based Boeing and A320s from Toulouse, France-based Airbus. Brazil’s Embraer SA (EMBR3) said last month it will upgrade its E-170 and E-190 jets with new engines and wings by 2018 rather than build a new, larger model to take on the CSeries and its competitors.
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