Delta's RA Considering C-Series Order
03-12-2016 | 08:51 AM
#112
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Joined: Apr 2008
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From: Light Chop
Agreed on the 88 flying a different route. But the overall downgrading in the arguemnet is a valid point.
I think the 88 goes and flies a route that used to be flown by a 737.
That 737 goes and flies a route that used to be flown by a 757.
That 757 goes and flies a route that used to be flown by a 767.
The 767 is retired.
The 330 that "replaced the 767" goes and flies a route that used to flown by a 747.
The 747 is retired.
We bump a couple pax off for a few bucks but fly fully loaded jets.
We should not be viewing this as a "replacement" for the 88. We should view this (as management I think does) as a cheaper, lower paying aircraft that can move delta pax on routes that network selects for the aircraft based on the need and flexibility of the fleet. Just as in the wide body side they swap between the 767 and 330 on route and in the domestic side they swap between the 320 and 737 and 757 depending on time of year loads (SLC to DCA is a good example)...there are plenty of options to move pax. willing to bet that those options are going to include a lot of E190/ C Series and 321s / 737-900s domestically, and 330s internationally.
And when they do retire the 88s the load they used to carry is just absorbed between the 190/Cs and the 321/737 depending on the route.
Just one opinion....
I think the 88 goes and flies a route that used to be flown by a 737.
That 737 goes and flies a route that used to be flown by a 757.
That 757 goes and flies a route that used to be flown by a 767.
The 767 is retired.
The 330 that "replaced the 767" goes and flies a route that used to flown by a 747.
The 747 is retired.
We bump a couple pax off for a few bucks but fly fully loaded jets.
We should not be viewing this as a "replacement" for the 88. We should view this (as management I think does) as a cheaper, lower paying aircraft that can move delta pax on routes that network selects for the aircraft based on the need and flexibility of the fleet. Just as in the wide body side they swap between the 767 and 330 on route and in the domestic side they swap between the 320 and 737 and 757 depending on time of year loads (SLC to DCA is a good example)...there are plenty of options to move pax. willing to bet that those options are going to include a lot of E190/ C Series and 321s / 737-900s domestically, and 330s internationally.
And when they do retire the 88s the load they used to carry is just absorbed between the 190/Cs and the 321/737 depending on the route.
Just one opinion....
I saw this year's ago when the DAL network folks were still with CAL. At the time the 735 was doing IAH-BNA. 4 flights per day, nearly 100% of the time they were full. BNA folks wanted a larger jet on the route.
They got instead 4 ERJ-145s. Not 8 to maintain capcity. Just 4. They cut capacity in half. Want to fly on that route? You'll need to pay more.
We hired those folks to run the network with this mantra: determine what jet the route needs then cut that in half and that's the one you get.
03-12-2016 | 09:10 AM
#113
Gets Weekends Off
Joined: Mar 2011
Posts: 1,410
Likes: 1
From: Cockpit speaker volume knob set to eleven.
Exactly.
I saw this year's ago when the DAL network folks were still with CAL. At the time the 735 was doing IAH-BNA. 4 flights per day, nearly 100% of the time they were full. BNA folks wanted a larger jet on the route.
They got instead 4 ERJ-145s. Not 8 to maintain capcity. Just 4. They cut capacity in half. Want to fly on that route? You'll need to pay more.
We hired those folks to run the network with this mantra: determine what jet the route needs then cut that in half and that's the one you get.
I saw this year's ago when the DAL network folks were still with CAL. At the time the 735 was doing IAH-BNA. 4 flights per day, nearly 100% of the time they were full. BNA folks wanted a larger jet on the route.
They got instead 4 ERJ-145s. Not 8 to maintain capcity. Just 4. They cut capacity in half. Want to fly on that route? You'll need to pay more.
We hired those folks to run the network with this mantra: determine what jet the route needs then cut that in half and that's the one you get.
03-12-2016 | 09:11 AM
#114
veut gagner à la loterie
Joined: Apr 2008
Posts: 23,286
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From: Light Chop
What I'm saying is they have no problem taking a full route and slicing capacity by 39 seats and not adding another segment. They do it a lot. If you flew the 88 and now fly the 717 you see it all of the time.
The 717 didn't grab as many RJ flights as it did 88 flights.
So if they can cut capacity 26%, why not make it 33% and put it on the 190? Now I don't think they'll replace 116 88s with 75 e190s, but I could see a split order of 190s, airbus and the fluf jet to replace 88s and in doing so I would not be surprised if the capacity or shell count is less.
Hence the need to protect pay.
03-12-2016 | 12:09 PM
#116
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From: Representing the REAL Delta
03-12-2016 | 02:04 PM
#118
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Joined: Mar 2011
Posts: 1,410
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From: Cockpit speaker volume knob set to eleven.
Because our scope limits the number of 70 seat as well as 76 seat RJs. I'm sure the 76 seat configuration works better in the 175 even though the 170 could easily do it as well. Both models could have more seats than our scope allows. I would agree the Compass 175s are not a bad ride In the back. Better than the 757...but then what isn't.
Still we allow way too many large RJs as it is.
Still we allow way too many large RJs as it is.
03-12-2016 | 02:17 PM
#119
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Joined: Jan 2010
Posts: 857
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From: Representing the REAL Delta
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