50 md-90s would be great, as long as there isn't a net loss of aircraft. :mad:

Talked to a NINJA going back to the -400 but worried about falling back off when the -200 displacements are handed out. He said a rep told him 60 as of yesterday.

Still puts us airframe negative if the DC9's are gone by 2012.

We need the Ejets here now as a place holder to have a physical 100 seat floor against further Scope erosion. If all we have is the print on our PWA and the MEC to hold the line I won't count out further furloughs in the next few years even if the economy gets better.

Well I might just get off reserve after all! ;) :D

Except for the healthy retirements that start in 2013, plus possible 73N orders. The possibilities are endless. ;)

I heard there are Greenbook guys on the 200 who were going to take the PRIP but when they realized they could bump a Red Book guy off the 400 decided to stay

I do not argue that. I would love to see a 100 seat jet too. IMHO if they announce an order for the C-Series I think you will see the 9-50's stay until they can be replaced. I would love the e-195, and that deal could happen for a limited number of them.
I am sure we will see some public decisions in the next six to 12 months. I think the economy needs to start moving for the 100 seat question to get answered.
I like the fact that the union has gone on record stating that they have a business plan that works for the 100 seat jet. I want to see it, but at least they have done an E and A one it.
I also do not care if the company sees the RJ as sell limiting. The past has shown us that we need to have it limited in the PWA. The lower the better.

Yup, if you know a 50 something green guy who can hold the A330 but doesn't, that is exactly what he is doing.

ACL65 - Can you elaborate on the cash burn rate? Airplanes are mostly full with system load factors around 90% (that's full!). Where is the cash going and how much? With gas where it is, how can we not make a profit with 90% load factors?

Heyas ACL,

Word on this side re:the 5500 series jives with yours. Not going anywhere. Fleet is preparing to put the printers and dual cue flight directors in.

The last few APAs were non-events. A handfull of displacements off the -200, mostly SOs. Some staffing to the -400s, some RDs, some awards, and some residual staffing on the -9s. The trickledown of people from the -200 is overblown, IMHO. It's a relatively small group (just over %1), probably made smaller by at least a few PERPS, and a good percentage of those remaining are at the bottom of the list anyway.

Number of PERPS is small at the momement. Rumors have bounced between 40-90, but I am betting that people are going to wait until the last minute to put their stuff in, which may drive that number up a touch. Others may be waiting for a better deal. If DAL had matched the pre-merger NWA medical for retirees, it would have been much larger.

"Last man standing" is a dangerous game to play. It landed NWA (and DAL) into bankruptcy last time, and note that it's the same management as now.

While I will buy into the decreased credit market brewha a little, legacy carriers are TREMENDOUSLY hard to put down, and even LCCs have 9 lives (Valuejet, and now Midwest and Frontier). Counting on UAL or LCC to go tango uniform is a BAD idea. Any sort of Federal bail out of those carriers will extend their death throws, and will probably put the rest of the industry into the dirt as well.

The macinations of RAH, Midwest, Frontier, the 175 weight scope violations is swirling into a bizaare nest. If that means RAH is going to get ejected, fine, but it's something we need to watch VERY carefully. The loss of the 100 seat lift puts them in a perfect place to replace the DC-9s, and the rumor that DAL paid for the weight increase makes it stink to high heaven.

I don't buy the rumor that they are going to integrate CPZ, and it's all hush hush. Pure BS.

I don't buy the "no appropriate 100 seater" line a bit, either. Not one bit. It's stalling, pure and simple. NWA management (err, I mean DAL management) made the same BS statements with regards the -9 and the frieghters for years (despite the 717, which was in production at the time). In our last negotiations, when we pushed for the 175, they claimed "we couldn't fly them even if we wanted them...the production is sold out for years", and miraculously after the TA, Compass was able to get 36 in just a year or two.

I like ya bud, but this is a line from management...nothing else. LM and the 44 reps seem to have made it clear that they don't understand (or pretend not to understand) scope issues, or feel that it's unimportant or "manageable". Scope is not to be "managed"...it's to be protected, at all costs.

Negligent, either by accident or design, incompetent, or with manevolence...it doesn't matter....if that's their position on scope, it's a grave danger to all our careers, and they gotta go.

Nu