georgetg

Delta management makes many excellent calls all the time.
Our team is the best network airline management team bar none in the US.

Does that immunize me sufficiently? ;-)

Cheers
George

Wingnutdal

Nope, he's a LCA. I've flown with him. Good captain and a fun guy on the layover, but way too much Tennessee bling.

Bucking Bar

Which, despite the popular misconception, had nothing to do with the windows the passengers could see through. There were other "windows" for antennas which were internally mounted to avoid their parasitic drag.

The fuselages failed at an escape hatch and a joint where a box had been inserted to internally mount an antenna. The skin was cut too close to the side of the box instead of having the proper overlap. The fact they were running the thing at 8.25 PSI had a lot to do with the failure as well.

tsquare

Didn't mean any insult... sorry if it came across that way... really.

tsquare

Damn I hate being at a disadvantage. I gotta get a new screen name. But thank you for the compliment.

gloopy

I don't think so. Although that would depend on the SWA merger and fragmentation language, I doubt that any pilot group would have language so strong that it would require pilots be given the opportunity to slide on over to another list with the number of 717's SWA has compared to their over all fleet count. I think the 71's are around 10-15% of the fleet, and I've never seen a fragmentation clause that covered that.

The pilots shouldn't come with the planes in any case because SWA has ordered more than enough 737's to replace the 717's that would be leaving, even assuming DL got every single one of them. Will our pilots get to slide on over to the SWA list if some of "our" 737's are involved in a trade? No way and everyone knows it.

There is absolutely no reason for pilots to come with the planes in this situation other than to save our management money in training costs. Yet even those savings would be extemely limited since it would be a new category (or two or more, depending on basing) that would cause a list wide mass re-bid in either case. A slight savings in training costs is not justification to re-do our seniority list and eat even more stagnation.

Besides, even if we get the planes, and even if we get all of them, its pretty obvious that at least some would be replacement jets anyway.

gloopy

The 787 will run higher pressures, have much larger windows and be made from plastic and paper mache.

From what I've seen so far, the 787 is in a lukewarm transition phase. I wouldn't call it anywhere near a "game changer". While we *might* leave some efficiency on the table over the next few years on a few routes (where the 787 actually wins in total cost compared to existing airframes) there is a significant advantage in waiting for the −800 to get the bugs worked out and the −900 to become even better with a significantly lower CASM. Not to mention we'll be in the driver's seat by then being able to choose between that and the A350, hopefully with its bugs worked out as well.

Bill Lumberg

They swapped MIA for FLL, which pulls passengers in from the PBI area too. Better for their 1 daily flight, and cruises also leave out of FLL. (not only port of MIA)

Bill Lumberg

I did hear this at recurrent about 6 weeks ago. The guy told me the instructors were "asked" if they thought they could handle 1000 newhires. Just "asked."

georgetg

AS and AMR have been reducing their codeshare routes contrary to the AMR position in BK court that they need to expand the AS code to be competitive...

Cheers
George