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Originally Posted by BlueMoon
(Post 1156061)
What kind of time frame do you think the transition of the 717's would be over? I'd guess 3 years or so, plus about a year til first plane gets transferred, taking such a large quantity of planes seems like it would be a large undertaking.
Hopefully for the Airtran guys they replace them 1 for 1 with 737's And SWA has already ordered 208 (19Billion worth at list price) 737's including 58 current technology ones to expidite deliveries. At the same time, Boeing is in the process of increasing the 737 assembly line 40% in the next 2 years. The replacemenets of the 717 are already paid for and on the way and SWA is dumping them regardless of what DL does. Also, SWA would have to furlough some of their "pure" post merger SWA hires in order to do anything nasty to the AT 717 pilots. The size of the fleet likely doesn't come anywhere near SWA's fragmentation clause as well. The former Tranny guys will be fine in all this. As for DL being the one that gets them, I'll believe it when its on our ramp. And on our certificate. And crewed by our pilots. And actually flying revenue. Even then it will probably be a replacement for all the DC-9's and even some more older 320's and 319's and maybe some older 88's and a 767 or two, and DL would probably send over some 737's in trade. I'd guess that even if DL got them all, as fast as they could get them, it would take a couple years or more and a good percentage of them would replace current mainline equipment in that timeframe. This is not a fragmentation of SWA/AT. Not even close. This is a garden variety fleet change that is going to happen anyway. Other than a manager or two, there won't be pilots coming with the planes because it would make no sense and isn't required. Some would replace RJ flying of course, although all this depends on if we give up scope, even if its branded as "improving the production balance". We'll see. |
Originally Posted by forgot to bid
(Post 1156073)
It's a quick taxi from terminal C to terminal B and and from the northwest side of the north complex in ATL to the southeast side of the north complex. Should be relatively quick.
Just kidding. |
Originally Posted by shaan01
(Post 1155677)
Originally Posted by buzzpat
(Post 1155675)
Oh dude, good luck. This is a tough crowd. You're likely to get many, very colorful, responses.;)
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Originally Posted by BlueMoon
(Post 1156061)
What kind of time frame do you think the transition of the 717's would be over? I'd guess 3 years or so, plus about a year til first plane gets transferred, taking such a large quantity of planes seems like it would be a large undertaking.
Hopefully for the Airtran guys they replace them 1 for 1 with 737's Wait and see what the details are if the deal becomes official. |
Originally Posted by gloopy
(Post 1156125)
It would have to be a couple years or so just to handle the paint, interior, inspections, ramping up mechanics and parts (even if a lot of that comes from former AT mechs and stocks it still takes time) and creating a training program, check airmen, manuals, etc.
And SWA has already ordered 208 (19Billion worth at list price) 737's including 58 current technology ones to expidite deliveries. At the same time, Boeing is in the process of increasing the 737 assembly line 40% in the next 2 years. The replacemenets of the 717 are already paid for and on the way and SWA is dumping them regardless of what DL does. Also, SWA would have to furlough some of their "pure" post merger SWA hires in order to do anything nasty to the AT 717 pilots. The size of the fleet likely doesn't come anywhere near SWA's fragmentation clause as well. The former Tranny guys will be fine in all this. As for DL being the one that gets them, I'll believe it when its on our ramp. And on our certificate. And crewed by our pilots. And actually flying revenue. Even then it will probably be a replacement for all the DC-9's and even some more older 320's and 319's and maybe some older 88's and a 767 or two, and DL would probably send over some 737's in trade. I'd guess that even if DL got them all, as fast as they could get them, it would take a couple years or more and a good percentage of them would replace current mainline equipment in that timeframe. This is not a fragmentation of SWA/AT. Not even close. This is a garden variety fleet change that is going to happen anyway. Other than a manager or two, there won't be pilots coming with the planes because it would make no sense and isn't required. Some would replace RJ flying of course, although all this depends on if we give up scope, even if its branded as "improving the production balance". We'll see. |
okay moderators, heads up, 1 bad word before the chopper hits the ground. Can we live with it? Or do I get, sigh, another infraction? :) |
Originally Posted by Wingnutdal
(Post 1156159)
Just out of curiosity, when did you get hired gloopy?
Gloopy speaks for me. |
Originally Posted by forgot to bid
(Post 1156174)
okay moderators, heads up, 1 bad word before the chopper hits the ground. Can we live with it? Or do I get, sigh, another infraction? :) |
Originally Posted by bigbusdriver
(Post 1155990)
Page 16 says 29 months with the RLA Mediation process IN ADDITION to the other negotiating time = 48 months. What are you talking about?
----------------------------------------------- Typical Contract Bargaining ...............Cycle Calculate the time between amendable dates: ADD: + Negotiations Prep after amendable date=0 + Time in Direct Negotiations=18 months + Time in RLA Mediation= 29 months + Time in Ratification Process=1 month + Time Until Next Amendable Date=4 years Contract Bargaining Cycle = 8 years ---------------------------------------------- Do you see the title of this slide? Notice that it says typical contract bargaining cycle? This entire briefing by the NMB was to give everyone involved a historical perspective of negotiations and the NMB's role if they are called in. If the NMB gets involved, their typical time in the process is 29 months. Now, contrast that with the lie that sailingfun tried to perpetrate here on this forum by saying this:
Originally Posted by sailingfun
(Post 1150055)
I see the gap between the two as far to big to be bridged before we go to the NBM. The NMB has made it clear we can expect a very long process if we go that route.
Again this is going to be a long difficult contract with a lot of choices that have to be made. Don't start spending raises now. They may not come for 5 years. Carl |
Originally Posted by TheManager
(Post 1155754)
Well, should be easy to figure out. The first BAE flew for ASA in 1995, when they actually flew. They were a cronic POS and were down for Mtx constantly. Were a big embarassment during the Summer Olympics a year later. They were ditched in 98 for the crj 50.
However, the blame should go back to 1993, the year they introduced the the ATR 70 really. So, would that be the illustrious B. Brown? LM was the one that moved the "line in the sand" and brought us the crj 90's which is arguably more damaging. There is one, very significant, deference between then and the post 2000 years. Back in 1993 Atlantic Southeast Airlines marketed and sold its own code. ASA was shopping for 737's wen Delta bought it. It wasn't doing "Delta" flying. In fact, I think they were still doing some cross marketing with Eastern when the E120's and ATR's first showed up on the scene. Delta bought ASA, stripped its code and sold airplanes and pilots to SkyWest. ASA now fly's "Delta" code, which is controlled under the Delta PWA. |
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