Details on Delta TA
#9783
Gets Weekends Off
Joined APC: Jul 2006
Position: Boeing Hearing and Ergonomics Lab Rat, Night Shift
Posts: 1,724
The C2012 MBH vs DBH ratio was a concession. Plain and simple.
This builds on it, slightly better, but notice they didn’t put a baseline when they said “1.81 means that mainline must grow 50 aircraft.” We have 124 more jets to be delivered plus 60 added in this PWA. How does a 184 aircraft only become a 50 jet growth? By parking 134 jets.
What’s that? The 88 fleet (116 jets) and then some.
We are forever going to be buying and retiring aircraft, what they’re doing is using that natural business process to add larger regional jets to Delta Connection and continue making outsourcing profitable.
This builds on it, slightly better, but notice they didn’t put a baseline when they said “1.81 means that mainline must grow 50 aircraft.” We have 124 more jets to be delivered plus 60 added in this PWA. How does a 184 aircraft only become a 50 jet growth? By parking 134 jets.
What’s that? The 88 fleet (116 jets) and then some.
We are forever going to be buying and retiring aircraft, what they’re doing is using that natural business process to add larger regional jets to Delta Connection and continue making outsourcing profitable.
Back in C2012 (pre 717) the actual MBH to RBH ratio was 1.19:1, that is for every Regional Block hour, there were 1.19 Mainline Block Hours. Remember that was before drawing down the 50 seaters and before adding the 717 and 739.
Maybe someone from ALPA can chime in with our current MBH to RBH ratio, It certainly will be higher than 1.19:1.
Just for kicks, considering a 25% reduction in DCI (approx 600 to 450 Rjs) and flat mainline Block Hours since C2012 would make our current ratio 1.58 (1.19:0.75)
Or flat RJ Block Hours since C2012 and a 30% mainline growth in block hours as slowplay claims would make the current ratio 1.54.
If indeed DCI shrunk by a bunch and mainline increased by 30% our current MBH to RBH ratio ought to be much higher.
How much "wiggle room" does the company get with the 1.81:1 ratio if we keep adding jets and DCI is being reduced?
Cheers
George
Last edited by georgetg; 06-19-2015 at 04:15 PM. Reason: 1.19 vs 1.91
#9785
It wasn't a concession, it just didn't do what it purported to do...
Back in C2012 (pre 717) the actual MBH to RBH ratio was 1.19:1, that is for every Regional Block hour, there were 1.19 Mainline Block Hours. Remember that was before drawing down the 50 seaters and before adding the 717 and 739.
Maybe someone from ALPA can chime in with our current MBH to RBH ratio, It certainly will be higher than 1.19:1.
Just for kicks, considering a 25% reduction in DCI (approx 600 to 450 Rjs) and flat mainline Block Hours since C2012 would make our current ratio 1.58 (1.19:0.75)
Or flat RJ Block Hours since C2012 and a 30% mainline growth in block hours as slowplay claims would make the current ratio 1.54.
If indeed DCI shrunk by a bunch and mainline increased by 30% our current MBH to RBH ratio ought to be much higher.
How much "wiggle room" does the company get with the 1.81:1 ratio if we keep adding jets and DCI is being reduced?
Cheers
George
Back in C2012 (pre 717) the actual MBH to RBH ratio was 1.19:1, that is for every Regional Block hour, there were 1.19 Mainline Block Hours. Remember that was before drawing down the 50 seaters and before adding the 717 and 739.
Maybe someone from ALPA can chime in with our current MBH to RBH ratio, It certainly will be higher than 1.19:1.
Just for kicks, considering a 25% reduction in DCI (approx 600 to 450 Rjs) and flat mainline Block Hours since C2012 would make our current ratio 1.58 (1.19:0.75)
Or flat RJ Block Hours since C2012 and a 30% mainline growth in block hours as slowplay claims would make the current ratio 1.54.
If indeed DCI shrunk by a bunch and mainline increased by 30% our current MBH to RBH ratio ought to be much higher.
How much "wiggle room" does the company get with the 1.81:1 ratio if we keep adding jets and DCI is being reduced?
Cheers
George
That's why I believe it was a concession.
To drop an analogy on this thought, say a Delta pilot and an RJ pilot walk into a bar together. The bartender pours them two free beers of nearly the same size. Maybe the Delta pilot's is larger by a ratio of say, 1.19, but who is counting?
Now before they drink a sip of it the Bartender looks at the Delta pilot and says, if you buy his dinner, I'll make sure you have twice as much beer as he does. Delta pilot says, hell yeah, deal. And bartender reaches over to the RJ pilots beer, pours half of it out, and then gives him his dinner and turns to the Delta pilot and says that'll be $10.
Delta pilot objects. You didn't give me more beer? Nope. But you've got twice as much as he does and that was the deal. That's what that ratio was set at. Take away from DCI, but mainline was not required to have growth. Of course it was sold as 88 airplane growth, but that's not what the ratio required. It was probably more like 20. Out of 580 jets.
Still, this ratio ain't nothing compared to the issues TA2015 presents.
#9786
I get that too and don't like it.
But then I realized it's easier to find C66 council letters if it has a dedicated thread.
So it has it's advantages. Think of it as we're on a mission to create as many threads as Delta has manuals.
But then I realized it's easier to find C66 council letters if it has a dedicated thread.
So it has it's advantages. Think of it as we're on a mission to create as many threads as Delta has manuals.
#9787
It's not your fault. Chit chat is much worse.
#9788
#9789
It wasn't a concession, it just didn't do what it purported to do...
Back in C2012 (pre 717) the actual MBH to RBH ratio was 1.19:1, that is for every Regional Block hour, there were 1.19 Mainline Block Hours. Remember that was before drawing down the 50 seaters and before adding the 717 and 739.
Maybe someone from ALPA can chime in with our current MBH to RBH ratio, It certainly will be higher than 1.19:1.
Just for kicks, considering a 25% reduction in DCI (approx 600 to 450 Rjs) and flat mainline Block Hours since C2012 would make our current ratio 1.58 (1.19:0.75)
Or flat RJ Block Hours since C2012 and a 30% mainline growth in block hours as slowplay claims would make the current ratio 1.54.
If indeed DCI shrunk by a bunch and mainline increased by 30% our current MBH to RBH ratio ought to be much higher.
How much "wiggle room" does the company get with the 1.81:1 ratio if we keep adding jets and DCI is being reduced?
Cheers
George
Back in C2012 (pre 717) the actual MBH to RBH ratio was 1.19:1, that is for every Regional Block hour, there were 1.19 Mainline Block Hours. Remember that was before drawing down the 50 seaters and before adding the 717 and 739.
Maybe someone from ALPA can chime in with our current MBH to RBH ratio, It certainly will be higher than 1.19:1.
Just for kicks, considering a 25% reduction in DCI (approx 600 to 450 Rjs) and flat mainline Block Hours since C2012 would make our current ratio 1.58 (1.19:0.75)
Or flat RJ Block Hours since C2012 and a 30% mainline growth in block hours as slowplay claims would make the current ratio 1.54.
If indeed DCI shrunk by a bunch and mainline increased by 30% our current MBH to RBH ratio ought to be much higher.
How much "wiggle room" does the company get with the 1.81:1 ratio if we keep adding jets and DCI is being reduced?
Cheers
George
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