Any "Latest & Greatest" about Delta?
03-01-2012 | 08:14 AM
Line Holder
Joined: Apr 2011
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From: MSP 7ERA
Has anyone figured out how the addition of the AF Cargo service to ATL would have effected the AF/KLM JV production balance if they were included in the EASK?
03-01-2012 | 08:18 AM
Gets Weekends Off
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From: 767A (Ret)
That sounds reasonable, but unless a TA is reached fairly quickly, I suspect that somebody on one side or the other will grow frustrated and leak the opener(s).
03-01-2012 | 08:34 AM
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Definitions:
The following terms are as defined in the JV Agreement and are subject to the terms of the JV
Agreement as amended by the Companies.
Agreement as amended by the Companies.
•
Company(ies) means Delta Air Lines, Inc, Société Air France, and/or KLM N.V.
•
EASK means, with respect to one or both participants on one or more Joint Venture Routes,
Equivalent Available Seat Kilometers of such participant or participants on such Joint Venture
Route(s), which shall equal the sum of Equivalent Cabin Seats and Equivalent Cargo Seats
[offered on all the aircrafts of such Participant or Participants on such Joint Venture Route(s), as
applicable], multiplied by the nonstop distance in kilometers between the scheduled city-pair for
such Joint Venture Route(s), as follows:
EASK = (Equivalent Cabin Seats + Equivalent Cargo Seats) x Km
Equivalent Cabin Seats = Main Deck Surface / Seat Density
Equivalent Cargo Seats = Net Cargo Payload x Cargo Factor
Equivalent Available Seat Kilometers of such participant or participants on such Joint Venture
Route(s), which shall equal the sum of Equivalent Cabin Seats and Equivalent Cargo Seats
[offered on all the aircrafts of such Participant or Participants on such Joint Venture Route(s), as
applicable], multiplied by the nonstop distance in kilometers between the scheduled city-pair for
such Joint Venture Route(s), as follows:
EASK = (Equivalent Cabin Seats + Equivalent Cargo Seats) x Km
Equivalent Cabin Seats = Main Deck Surface / Seat Density
Equivalent Cargo Seats = Net Cargo Payload x Cargo Factor
Yes, they should be included by definition. No, have not figured how they skew the production balance. Georgetq might have a better idea.
Last edited by TheManager; 03-01-2012 at 08:49 AM.
03-01-2012 | 08:41 AM
Gets Weekends Off
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Really, how far is that? Is he in your boy scout troop?
Have you not been paying attention around here?
He's definitely a penguin.
03-01-2012 | 08:45 AM
Happy to be here
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From: A-320A
Can you point to something I wrote that you disagree with on a factual basis?
I'm just trying to make the point that we need to police our own profession. The company or the ATA sure aren't going to. Examining management's arguments might provide instruction as to weaknesses in our own.
In my opinion, it has been far too easy to become an airline pilot in the last ten years. That fact does not improve our leverage at the negotiating table. As such, it's something we need to examine and improve. Getting those flight time requirements passed and enforced should be a top priority at ALPA national, in my opinion.
Relatedly, what is the current turbine PIC requirement to be considered qualified at SWA? It think it fluctuates between 1300-1500. That requirement makes sense. If you're hiring people as Captains, how have they demonstrated that ability if they have not served in said capacity?
You're off by a few.
Exactly. Getting into that 5500 has become way too easy, and a huge percentage of that 5500 is out there right now flying half of Delta's daily flights.
I was referring to T's comments about pilots who showed up after C2k talking about what they had lost. I wasn't here during 2000 or the bankruptcy either. While I think it's criminal what was done to the pilot group, I cannot state that I was directly effected by that loss.
If I got on at a major airline in my mid twenties never having commanded a high performance aircraft, or with the ability to count on one hand how many times I'd flown a jet aircraft from takeoff to land without an autopilot (and under the supervision of someone else at that), I wouldn't be loudly proclaiming that I deserve the same career prestige and compensation as our Captain ranks, many of whom are more likely to have pounded around thunderstorms hauling night freight, or been over Baghdad in 1991.
Further, I wouldn't be making that argument if I spent my first several years in the industry doing the same job for less and undercutting the pilots who made this career a profession.
In my opinion, ALPA representation of of many of these pilots serves to water down a the professional standard. The fact that so many pilots who have not been subjected to a meaningful standard of selection upon entering the profession are represented by ALPA also handcuffs our union with respect to arguments that they can make that would support (mainline) Delta pilots.
Delta is not attracting the cream of the crop right now. The guys in the active component where I drill that are even interested in the airlines have Delta as a plan C or D. You said Delta pay was a transition. With your resume, you are literally making half of what you could elsewhere.
Two of your classmates have left for Southwest, and I bet a bottle of Macallan 18 against that Air Force neckerchief of yours that at least one, maybe two will be hauling boxes very soon. My goal is for this contract to reverse that trend.
I'm just trying to make the point that we need to police our own profession. The company or the ATA sure aren't going to. Examining management's arguments might provide instruction as to weaknesses in our own.
In my opinion, it has been far too easy to become an airline pilot in the last ten years. That fact does not improve our leverage at the negotiating table. As such, it's something we need to examine and improve. Getting those flight time requirements passed and enforced should be a top priority at ALPA national, in my opinion.
Relatedly, what is the current turbine PIC requirement to be considered qualified at SWA? It think it fluctuates between 1300-1500. That requirement makes sense. If you're hiring people as Captains, how have they demonstrated that ability if they have not served in said capacity?
You're off by a few.
Exactly. Getting into that 5500 has become way too easy, and a huge percentage of that 5500 is out there right now flying half of Delta's daily flights.
I was referring to T's comments about pilots who showed up after C2k talking about what they had lost. I wasn't here during 2000 or the bankruptcy either. While I think it's criminal what was done to the pilot group, I cannot state that I was directly effected by that loss.
If I got on at a major airline in my mid twenties never having commanded a high performance aircraft, or with the ability to count on one hand how many times I'd flown a jet aircraft from takeoff to land without an autopilot (and under the supervision of someone else at that), I wouldn't be loudly proclaiming that I deserve the same career prestige and compensation as our Captain ranks, many of whom are more likely to have pounded around thunderstorms hauling night freight, or been over Baghdad in 1991.
Further, I wouldn't be making that argument if I spent my first several years in the industry doing the same job for less and undercutting the pilots who made this career a profession.
In my opinion, ALPA representation of of many of these pilots serves to water down a the professional standard. The fact that so many pilots who have not been subjected to a meaningful standard of selection upon entering the profession are represented by ALPA also handcuffs our union with respect to arguments that they can make that would support (mainline) Delta pilots.
Delta is not attracting the cream of the crop right now. The guys in the active component where I drill that are even interested in the airlines have Delta as a plan C or D. You said Delta pay was a transition. With your resume, you are literally making half of what you could elsewhere.
Two of your classmates have left for Southwest, and I bet a bottle of Macallan 18 against that Air Force neckerchief of yours that at least one, maybe two will be hauling boxes very soon. My goal is for this contract to reverse that trend.
I suspect you like many of us got in to this career for a few reasons. One was that you loved flying, but the other one was that you could make decent money doing what you loved. I further suspect you opted for aviation because of the pay and benefits versus another career. I know I did.
03-01-2012 | 08:48 AM
The Brown Dot +1
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From: 777B
T and Sailing are in the same boy scout troop.
I'm in a different boy scout troop.
I'm hoping we can all get together for the Jamboree.
03-01-2012 | 08:56 AM
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03-01-2012 | 09:00 AM
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It's official:
Super jumbo jet coming to Atlanta *| ajc.com
Super jumbo jet coming to Atlanta
Korean Air plans to begin flying the A380 super jumbo jet between Atlanta and Seoul, the Atlanta airport's top executive said.
Louis Miller, general manager of Hartsfield-Jackson International, said the A380 service could start as soon as January 2013. It "will enhance Atlanta's reputation as a world-class city and gateway to the United States," Miller said.
The Atlanta airport is working on some $30 million in improvements to prepare for the A380, including modifications to two gates on Concourse E and widening of taxiways and a runway.
Korean Air's A380s have 407 seats, and it plans for in-flight cocktail lounges and duty-free shops inside the planes.
The A380 debuted in 2007 and already flies to some other U.S. airports. According to Airbus, any airport that can handle a Boeing 747 can handle the plane, but airports are adjusting gate areas and widening runway and taxiway shoulders because the A380's engines sit so far out on the wings that they may kick up debris from the grass. Such debris can be sucked into aircraft engines or cause other damage.
Hartsfield-Jackson is paying for the improvements with passenger facility charges -- the $4.50 each passenger pays on top of the fare to fly from Atlanta.
Super jumbo jet coming to Atlanta *| ajc.com
Super jumbo jet coming to Atlanta
Korean Air plans to begin flying the A380 super jumbo jet between Atlanta and Seoul, the Atlanta airport's top executive said.
Louis Miller, general manager of Hartsfield-Jackson International, said the A380 service could start as soon as January 2013. It "will enhance Atlanta's reputation as a world-class city and gateway to the United States," Miller said.
The Atlanta airport is working on some $30 million in improvements to prepare for the A380, including modifications to two gates on Concourse E and widening of taxiways and a runway.
Korean Air's A380s have 407 seats, and it plans for in-flight cocktail lounges and duty-free shops inside the planes.
The A380 debuted in 2007 and already flies to some other U.S. airports. According to Airbus, any airport that can handle a Boeing 747 can handle the plane, but airports are adjusting gate areas and widening runway and taxiway shoulders because the A380's engines sit so far out on the wings that they may kick up debris from the grass. Such debris can be sucked into aircraft engines or cause other damage.
Hartsfield-Jackson is paying for the improvements with passenger facility charges -- the $4.50 each passenger pays on top of the fare to fly from Atlanta.
03-01-2012 | 09:08 AM
No longer cares
Joined: Mar 2008
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From: 767er Captain
He flies the same airplane in the same base as me, he is not in the LEC unless he is doing some committee work, and he is definitely not management. Grow up.
Last edited by tsquare; 03-01-2012 at 09:18 AM.
03-01-2012 | 09:09 AM
No longer cares
Joined: Mar 2008
Posts: 12,109
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From: 767er Captain
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