Any "Latest & Greatest" about Delta?
03-22-2012 | 07:30 AM
Gets Weekends Off
Joined: Jul 2010
Posts: 12,831
Likes: 172
From: window seat
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
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.
03-22-2012 | 07:34 AM
Gets Weekends Off
Joined: Feb 2007
Posts: 3,045
Likes: 1
From: FO
Just swap the concourses also, no need to even waste the Jet A on the taxi.
03-22-2012 | 07:38 AM
No longer cares
Joined: Mar 2008
Posts: 12,109
Likes: 0
From: 767er Captain
Why do you say that? I simply just want to email questions and have them answered because I REEEEEEAAAAALLLLLYYYYY want to be a airline pilot but dont know where to start lol nobody where I live knows a airline pilot lol
03-22-2012 | 07:55 AM
Happy to be here
Joined: Jun 2006
Posts: 18,563
Likes: 0
From: A-320A
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
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.
03-22-2012 | 08:08 AM
Gets Weekends Off
Joined: Sep 2010
Posts: 248
Likes: 0
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.
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.
03-22-2012 | 08:35 AM
veut gagner à la loterie
Joined: Apr 2008
Posts: 23,286
Likes: 0
From: Light Chop
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?
03-22-2012 | 08:36 AM
veut gagner à la loterie
Joined: Apr 2008
Posts: 23,286
Likes: 0
From: Light Chop
03-22-2012 | 08:38 AM
Gets Weekends Off
Joined: Sep 2010
Posts: 248
Likes: 0
03-22-2012 | 08:44 AM
Back on TDY
Joined: Apr 2008
Posts: 12,487
Likes: 0
From: 747-400 Captain
-----------------------------------------------
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:
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.
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
03-22-2012 | 08:48 AM
Can't abide NAI
Joined: Jun 2007
Posts: 12,078
Likes: 15
From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
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.
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.
Thread
Thread Starter
Forum
Replies
Last Post
