Is Delta a Dead end Career?
04-30-2016 | 03:16 PM
#111
Line Holder
Joined: Nov 2013
Posts: 419
Likes: 1
From: Taxi Driver
According to data from MIT, in 2014 Delta had 158 dual aisle aircraft. United had 145, and American plus USAir had 151. Delta had some info about a year ago that showed our wide body fleet growing by around 8% as I recall from 2015 to 2018. This included the retirement of the whales and domestic 767s. I don't like code sharing and JVing our flying away any more than any other pilot, but talk of this being a dead end job compared to UAL or AMR seems to be a bit over the top.
04-30-2016 | 04:36 PM
#112
Can't abide NAI
Joined: Jun 2007
Posts: 12,078
Likes: 15
From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
After studying this a lot the best answer I've got is we don't know. Certainly the trend is towards block hours being more favorable to Delta pilots, but we don't when that transition takes place, or if it ever takes place. Delta, Air France and KLM's plans change frequently and even if Air France makes a plan it is anyone's guess as to whether they will execute that plan, or modify it.
The commercial agreement is in EASK. It makes some sense to have our metrics match the metric being used by the partners for their own internal allocations. Good to have a scope wall and an economic wall.
The commercial agreement is in EASK. It makes some sense to have our metrics match the metric being used by the partners for their own internal allocations. Good to have a scope wall and an economic wall.
04-30-2016 | 04:38 PM
#113
The Brown Dot +1
Joined: Jun 2009
Posts: 7,775
Likes: 0
From: 777B
After studying this a lot the best answer I've got is we don't know. Certainly the trend is towards block hours being more favorable to Delta pilots, but we don't when that transition takes place, or if it ever takes place. Delta, Air France and KLM's plans change frequently and even if Air France makes a plan it is anyone's guess as to whether they will execute that plan, or modify it.
The commercial agreement is in EASK. It makes some sense to have our metrics match the metric being used by the partners for their own internal allocations. Good to have a scope wall and an economic wall.
The commercial agreement is in EASK. It makes some sense to have our metrics match the metric being used by the partners for their own internal allocations. Good to have a scope wall and an economic wall.
04-30-2016 | 05:36 PM
#114
Banned
Joined: Oct 2012
Posts: 335
Likes: 0
We've taken delivery of 5 A330-300s, we have 5 more to go from that order of 10, we also have 25 A350s and 25 A330neos with scheduled delivery dates.
04-30-2016 | 05:44 PM
#115
Banned
Joined: Oct 2012
Posts: 335
Likes: 0
We had a fleet of 16 old B747-400s, those are getting parked, but they don't do a lot of transatlantic flying in bundle 1, so those EASKs don't count toward the TAJV. OTOH, we've taken delivery of 5 A330-300s, will take delivery of 5 more A330-300s from the original order of 10 in 2013. We have scheduled delivery dates for 25 A330neos, and 25 A350s. The 350s will likely, for the most part, replace the 747 routes in the pacific, maybe some transatlantic, that leaves 35 A330-300s and A330neos. As for the 330 having the most seat density, maybe, but don't forget, we still have 18 B777s, 10 of which were delivered post merger, so they are relatively new air-frames and will be in the fleet for many more years, as well as 21 relatively new 767-400ERs.
Last edited by Falcon7; 04-30-2016 at 06:07 PM.
04-30-2016 | 06:40 PM
#116
Gets Weekends Off
Joined: Dec 2007
Posts: 374
Likes: 0
According to data from MIT, in 2014 Delta had 158 dual aisle aircraft. United had 145, and American plus USAir had 151. Delta had some info about a year ago that showed our wide body fleet growing by around 8% as I recall from 2015 to 2018. This included the retirement of the whales and domestic 767s. I don't like code sharing and JVing our flying away any more than any other pilot, but talk of this being a dead end job compared to UAL or AMR seems to be a bit over the top.
What I'm saying is: this is not a dead end career. It's still a decent career over here at Delta. However for a newbie who likes to fly long haul- UA or AA are much better choices, as of right now.
04-30-2016 | 10:09 PM
#117
Banned
Joined: Oct 2012
Posts: 335
Likes: 0
Could you define wide body rate please? Last I checked the 7ER is a wide body aircraft, why would you not count it as such? Maybe not super premium wide body, but wide body nonetheless.
05-01-2016 | 12:11 AM
#118
Banned
Joined: Dec 2009
Posts: 3,655
Likes: 0
From: Narrow/Left Wide/Right
After all.... you are the "freight guy"!
05-01-2016 | 05:12 AM
#119
The Brown Dot +1
Joined: Jun 2009
Posts: 7,775
Likes: 0
From: 777B
We had a fleet of 16 old B747-400s, those are getting parked, but they don't do a lot of transatlantic flying in bundle 1, so those EASKs don't count toward the TAJV. OTOH, we've taken delivery of 5 A330-300s, will take delivery of 5 more A330-300s from the original order of 10 in 2013. We have scheduled delivery dates for 25 A330neos, and 25 A350s. The 350s will likely, for the most part, replace the 747 routes in the pacific, maybe some transatlantic, that leaves 35 A330-300s and A330neos. As for the 330 having the most seat density, maybe, but don't forget, we still have 18 B777s, 10 of which were delivered post merger, so they are relatively new air-frames and will be in the fleet for many more years, as well as 21 relatively new 767-400ERs.
05-01-2016 | 06:35 AM
#120
Gets Weekends Off
Joined: Feb 2008
Posts: 745
Likes: 0
From: 777 Sim Instructor
Not quite true Scambo. I did the delivery flight on ship 7110 on March 24, 2010. Combined operating certificate was December 2009 and the combined Res system was Jan 2010. The merger was announced in 2008.
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