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Originally Posted by Bucking Bar
(Post 1117956)
Charting the changes for 2012. Crew Planning has told us to expect additional cuts on the Atlantic. Chart Credit, Boyd's Aviation Planning.com
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Originally Posted by tsquare
(Post 1117943)
Oooooooh where's my popcorn? But dayam, she's only been in the job for maaaaaaaybe a year, so she is reeeeeeeeeeally good I guess. Glad she's saving us.
You guys spent money on datalinked flight plans and SAT/CPDLC etc that we didn't, and we love it. Wait till you get the stuff we spent money on back then...........Bubba like:D Ferd |
Originally Posted by Scoop
(Post 1117981)
Yep,
Normally I-crew runs a few days after the D-NET schedule release. Scoop There is a bunch of open time showing. Is that because the schedules aren't loaded into I-crew yet? |
Originally Posted by NERD
(Post 1117944)
Do a little research on her. Extremely respected in the IT world. Don't know how long she has been on the job but I guarantee you she had RAs ear since before the merger was made public.
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Originally Posted by Ferd149
(Post 1117985)
T, when "we" actually get some priority
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Originally Posted by tsquare
(Post 1117991)
What does that mean?
From little I'm hearing, better stuff than any of us are used to is on the horizon. Ferd |
Originally Posted by Ferd149
(Post 1117988)
Hey Scoop,
There is a bunch of open time showing. Is that because the schedules aren't loaded into I-crew yet? I don't know the exact timeline but it will probably update when individual schedules are loaded into i-crew. This usually happens between the 16th and the 17th, but obviously NLT the first PCS run on the 20th. Scoop |
Originally Posted by BlueMoon
(Post 1117983)
Does this include flights on DCI?
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Originally Posted by Ferd149
(Post 1117992)
We......as in flight ops. Right now they are spending their resources on the customer, as they should.
From little I'm hearing, better stuff than any of us are used to is on the horizon. Ferd |
Originally Posted by gloopy
(Post 1117979)
So the legacy airlines practice "capacity dicipline" for the greater good of the industry and the so called "LCC's" grow like crazy. You can't shrink your way to profitability. If today's MBA crowd thinks we can keep shrinking at a rate that pulls more seats than LCC/start-ups add that is clearly an unsustainable business model.
Each legacy needs to go after a LCC hard, no matter the cost because the cost of not doing so may be everything. You can't keep giving away marketshare to a lower cost competitor just to drive up yields in the short term. WN/F9 are shrinking. F9 is really shrinking. B6, NK, and VX are growing, adding just over 1.5 million seats. Their (B6 and VX) growth is primarily at the expense of bankrupt American Airlines. SAVE's businesss model is very different - they're taking the bottom end customer and an afterthought to the network business model. VX hasn't made money...ever. B6's capacity is way up, but their relative yields are down, and their load factor is shaky. Your data is showing Alaska somewhat steady. According to George and the LA guys they were taking over the world... Bottom line, these are good numbers. By focusing on profits instead of market share, by competing in core markets rather than chasing incremental passengers, it appears that some management teams have learned (albeit temporarily) some lessons. And note for Delta the change in average aircraft size, as small jets get parked. We're in a mature market, and it's now the world's second largest. I'd rather see the industry compete rationally than chase passengers with no yield. |
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