Is Delta a Dead end Career?
04-30-2016, 03:16 PM
#111
Gets Weekends Off
Joined APC: Nov 2013
Position: Taxi Driver
Posts: 411
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 APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 11,990
Originally Posted by JamesBond
So then the block hour metric would make more sense.
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 APC: Jun 2009
Position: 777B
Posts: 7,775
Originally Posted by Bucking Bar
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 APC: Oct 2012
Posts: 335
Originally Posted by Trip7
The A350 fits our management's plan. It will pay the same as the 777.
I think a lot of the international doom and gloom here will start to subside when the A350 arrives on property in the Spring.
I think a lot of the international doom and gloom here will start to subside when the A350 arrives on property in the Spring.
04-30-2016, 05:44 PM
#115
Banned
Joined APC: Oct 2012
Posts: 335
Originally Posted by notEnuf
What evidence do you have for that? The 50 seat RJs might be upgauging but our 744 leaving puts the 330 as the most seat dense airframe.
Last edited by Falcon7; 04-30-2016 at 06:07 PM.
04-30-2016, 06:40 PM
#116
Gets Weekends Off
Joined APC: Dec 2007
Posts: 374
Originally Posted by Spudhauler
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 APC: Oct 2012
Posts: 335
Originally Posted by freightguy
Go to airlinepilotcentral and count the airframes we have which pay wide body rates and similar paying airframes United and AA has. I just counted the UAL fleet. They have 140 wide bodies (bigger than 7ERs).
05-01-2016, 12:11 AM
#118
Banned
Joined APC: Dec 2009
Position: Narrow/Left Wide/Right
Posts: 3,655
Originally Posted by freightguy
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.
After all.... you are the "freight guy"!
05-01-2016, 05:12 AM
#119
The Brown Dot +1
Joined APC: Jun 2009
Position: 777B
Posts: 7,775
Originally Posted by Falcon7
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 APC: Feb 2008
Position: 777 Sim Instructor
Posts: 745
Originally Posted by scambo1
All 777s were delivered premerger. The LRs were all delivered about two years premerger.
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