Originally Posted by dalad (Post 1169997)

I went to CDG on Friday and checked the loads on Travelnet-AF has 5 flights a day from JFK. A-380, 2 777's, A340, and one A330. We get one light twin.

Originally Posted by georgetg (Post 1169971)

As long as there is a domestic codeshare with AS the "line in the sand" about 76-seats at DCI seems academic to me:

• AS can carry 86 pax per plane, DCI caps out at 76
• AS can perform up to 25% of all hub-to-hub flying, DCI is limited to 6%

So in a nutshell AS can do more than four times the hub-to-hub flying compared to what DCI is permitted to fly, and SEA and LAX are specifically excluded as hubs...

I want that type of scope closed, pronto. Same goes for Virgin Australia and the imminent JV:

• VA gets 3 LAX Australia flights, DAL get one
• VA flies 777-300, DAL flies 777-200
• Vigin Australia pilots connect beyond pax in Australia
• In the US AS, DCI and Delta share beyond passengers

All of this is possible as long as Delta maintains 4 flights/week to Australia.
In return Delta can place it's code on unlimited VA flights so long as it's not more than 175 pax

In speaking to other pilots recently I noticed that many seem unaware or uninformed about these arrangements, perhaps because the side of the plane doesn't sport the name Delta "as part of a phrase," but the threat from domestic codeshare and international JVs is real and we are contractually naked when it comes to either...
As crappy as the current 3-year open compliance window is for our AFKLM/AZ JV, the rest of that agreement still is some of the best codeshare language we have. Close the 3 year window and make it right and I won't have complaints...
Looking ahead debating the 76-seat conundrum seems petty considering multinational JVs.

What if Delta entered into a JV with Emirates tomorrow?

http://www.ausbt.com.au/photos/view/...ld-busiest.jpg

As it stands today our PWA, Delta could place 175 pax on every Emirates flight...so long as there were 4 Delta flights per week to DXB,
Closing that loophole is a much more pressing concern. What is the CASM for Emirates on the 777-300ER, or the A380?

Cheers
George

Originally Posted by sailingfun (Post 1170000)

Before the AF codeshare we had 1 flight a day to Paris Orly from JFK and one from ATL. We could not even get into CDG. How many total flights to Paris do we have today?

Originally Posted by Bucking Bar (Post 1169900)

... and it is perhaps more complex than that. There is some fear that if ALPA brought the 76 seater to mainline for competitive pay that it would cannibalize MD90/737/757 flying. Part of the reasoning for keeping it off the property was to limit its numbers.

Originally Posted by hoserpilot (Post 1170019)

I don't buy this7. NWA haad tons of dc-9s which are/were the same size as the current rj's. Those old fashioned mainline Douglas rj's did not limit NWA's larger aircraft flying. If anything it supplied mainline pay and customer service which helped increase the number of larger aircraft at Northwest. Bring the rj's here, I'll fly 'em!

Originally Posted by 80ktsClamp (Post 1168898)

As it stands right now, 50% of all DL departures are not flown by DL pilots. Anderson himself agrees that DL pilots should be up front, apparently. :)

Originally Posted by sailingfun (Post 1170000)

Before the AF codeshare we had 1 flight a day to Paris Orly from JFK and one from ATL. We could not even get into CDG. How many total flights to Paris do we have today?

Originally Posted by Bucking Bar (Post 1170023)

or

Again ... you have to view the service from a cost perspective.

and ... this was the reason a former Delta MEC Chairman gave ... not mine & I don't agree with him. I'm just pointing out that there are many people who think CRj 900's at mainline (or 717's or any small jet) are a threat to flying by larger aircraft.