So the pilot contract is valued at around $2 billion/yr, and Delta is making what, $8ish billion/yr now? Seems like there is room to double narrowbody pay, no?

The last bid had an unfilled NYC 767-400 B. As far as weekends off and holding a line? Mmm, I'm going to say 4-5 years.

D@mn, we should all be so unlucky as to be a DAL pilot their entire career.

http://finance.yahoo.com/q/ks?s=DAL+Key+Statistics

If you want to fly a pure widebody ASAP, head over to UAL with their 74 777's (with 15 -300's on order.)

But hey, we're gettin' the C-series. I know right? So cool.:rolleyes:

How about holding a line and weekends off on a WB in ATL? I would be commuting from Florida and trying to decide if giving up driving to work is worth commuting for widebody pay and schedule?

To be honest I really actually don't care about flying a widebody internationally. I got my fix of that flying MD-11's in the ACMI cargo world. For me it's purely about pay and the 9 day schedule I hear about.

I also think United is going to have the most problems down the road with the shortage of pilots and regionals going out of business. I think Delta is smart buying smaller jets and making sure they don't have to rely on regionals. And I think American is smart focusing so much on honoring their flows so people will want to fly for the regionals that support their flying. What is United doing to protect their short haul domestic flying?

I just checked ATL 765B. Weekends off and lineholder = about 7400/12000. This is roughly 61% on the list. To get from 100% to 61% could take 6-7 years.

This is all a rough approximation.

Largest across the Atlantic. Right after PAA, DAL flew everywhere in Europe for several years.

Nice way to sugar coat the turd...the LAST 747 s will go away 6 months after the first A350 s arrive, and even then the A350 is a poor substitute foe a 777 or worse yet a 747.

I would like someone to explain how you fly the same number of block hours when you go from 9 to 7 airframes...