Please excuse my ignorance, but I was under the impression (hopefully mistaken) that the NWA cargo route authority to Asia was "use or lose".

If DAL now stops that operation they would lose the ability to restart it at some point in the future. With the worldwide economy in the toilet that may be prudent in the short term, but is it wise in the long run?

 

They are continuing it, but only under wing.
It is my assumption that the frequencies in and out of NRT will be taken up with other lift.

 

NWA9750 B742 Anchorage Intl (PANC) Sun 07:31AM AKST Sun 02:25PM MST
KMZJ.
Look's like UAL will be the last one standing when it comes to pax 47's.

 

Why do you say that?

 

NWA still has multiple 747-200s and -400s actively flying and they are now Delta 747s

 

MZJ has a paintshop run by Evergreen I believe. Are they painting 747's there as well as Victorville?

 

Here's the latest releasable info from NWA on staffing

Permanent Position Information
The below staffing forecasts are based on the currently projected 2009 flying level and staffing assumptions and reflect the best
information available at the time of publication.

747-400 (DTW)
The summer flying level of 2009 is expected to be slightly higher than the current winter and scheduled spring flying level. As the
transition to DL scheduling and staffing rules, including the use of more CA augment continues, awards are planned in the CA
position in 2009. The possibility of displacements off the FO continues as there is increased use of CA augment. However the
number of displacements off the FO position will depend on the number of bidouts from the FO position.

747-200 (ANC and MSP)
The scheduled cargo flying level is projected to remain relatively flat for the rest of 2009; however it is at a lower level than 2008.
The plan to operate additional military charters (both passenger and cargo) continues into 2009, offsetting some of the impact of
the schedule reduction. However, this will result in small staffing surpluses in all three B747-200 positions. The possibility of
some displacements remains from all three ANC blockholder positions, but will be dependent on planned retirements and bid out
activity which is expected to minimize the need for displacements. Displacements from MSP positions are possible, depending on
where pilots displace to from other fleets. Relative base sizes are expected to remain unchanged.

A330 (DTW, MSP and SEA)
The A330 fleet will experience a higher flying level in the summer of 2009 compared to the spring level. This increase is due to
the regular increase in international flying during the summer season as well as due to DL cross-fleeted routes. Awards are planned
in both the CA and FO positions to plan for future retirements, to prepare for the transition to DL scheduling and staffing rules,
and to support the increased flying level. However, the number of awards is expected to be higher in the FO position compared to
the CA position. To build the MSP base to its optimal size, awards are expected to be more focused on the MSP base, although
awards could occur to DTW and SEA depending on bid outs and retirements. As a result, the MSP base will grow in relative size
to the other two bases.

757 (DTW and MSP)
As previously mentioned, there has been a shift of flying from the higher capacity narrowbody aircraft (B757) to the smaller
capacity equipment (A320 and DC9) to optimally meet customer demand and account for the slowing economy. To appropriately
staff the A320 and DC9 fleets and reduce the surplus created on the 757 fleet, displacements off both the seats of the 757 are
needed. The number of displacements off the FO position is expected to be higher than the number off the CA position; however
the exact number of displacements would depend on the bidout activity from the seats. Relative base sizes are expected to remain
unchanged.

A320 (DTW, MEM, and MSP)
To support an increased summer schedule and to prepare for the future transition to DL scheduling and staffing rules, there is a
need to increase the staffing in both the positions. However, the majority of the demand is expected to be met by the displacements
off the B757 positions thereby reducing the need to award positions. Because of the volume of displacements which are expected
into the FO position, there will be a need to displace off the FO position to support staffing the DC9 fleet. The number of
displacements will be dependent on the number of retirements and bid outs that occur from the A320 positions. Relative base sizes
are expected to remain unchanged.

DC9 (DTW, MEM, and MSP)
As there is a shift of flying into the smaller capacity equipment, there is expected to be an increase in the DC9 flying in the spring
leading up to a high summer schedule. The incremental DC9 staffing requirements are expected to be funded by displacements
from other aircrafts, although some award activity is likely in the CA position. Relative base sizes are expected to remain
unchanged.

 

DAL has them now but will they have them 10 year's from now ?
Just citing an observation is all.
Still suffering from jet lag so the question schould be -
Which of these 2 carrier's will have 47's on propery in 10 year's?
UAL or DAL

 

Neither. I'd say the days of the "quad-jet" are about to be gone... even cargo operators are slowly going to 2 engines...

 

f16dude,

Thanks for the insight. Don't get used to Flight Ops publishing a nice summary of what to expect in the upcoming bid and why. We need to get that in the next contract. The wording makes the overall numbers look like a wash meaning they currently have enough pilots onboard to staff the jets once displacements are done. No need to furlough and (good news) guys are still retiring.