Tracking Regional Outsourcing
06-24-2013 | 12:00 AM
#11
Works Every Weekend
Joined: Apr 2006
Posts: 1,210
Likes: 0
Number of flights is an inaccurate way to measure the impact of regional flying on mainline. Regional airlines are operating far far shorter flights than mainline. Delta's CR2 flying out of ATL averages 300nm per departure.
Block hours or available seat miles would be a far more accurate way of measuring the size of the regional sector vs mainline. If anyone has those number please do post.
Block hours or available seat miles would be a far more accurate way of measuring the size of the regional sector vs mainline. If anyone has those number please do post.
I'm a regional guy, and I'd love for regionals to collectively die. I will never celebrate a regional carrier gaining airframes whether it's my company or not.
06-24-2013 | 04:21 AM
#12
Line Holder
Joined: Apr 2007
Posts: 1,412
Likes: 12
From: A320
Explain your reasoning. How is it "inaccurate?" Yes, contracted flights are shorter, and yes they have fewer seats. Do either of those two factors matter in any way with regards to the job of the flight crew? No. Quantity of quality pilot jobs is the only statistic that matters in reality, and since a flight (contract or mainline) usually requires the same flight crew staffing, the statistics posted are both relevant and important.
I'm a regional guy, and I'd love for regionals to collectively die. I will never celebrate a regional carrier gaining airframes whether it's my company or not.
I'm a regional guy, and I'd love for regionals to collectively die. I will never celebrate a regional carrier gaining airframes whether it's my company or not.
06-24-2013 | 05:35 AM
#13
Gets Weekends Off
Joined: Dec 2007
Posts: 6,220
Likes: 273
Originally Posted by pete2800:1433550
Number of flights is an inaccurate way to measure the impact of regional flying on mainline. Regional airlines are operating far far shorter flights than mainline. Delta's CR2 flying out of ATL averages 300nm per departure.
Block hours or available seat miles would be a far more accurate way of measuring the size of the regional sector vs mainline. If anyone has those number please do post.
Block hours or available seat miles would be a far more accurate way of measuring the size of the regional sector vs mainline. If anyone has those number please do post.
I'm a regional guy, and I'd love for regionals to collectively die. I will never celebrate a regional carrier gaining airframes whether it's my company or not.
06-24-2013 | 08:20 AM
#15
Gets Weekends Off
Joined: Dec 2007
Posts: 6,220
Likes: 273
Originally Posted by MachJ:1433639
I understand your point; however, when looking at the probability that a customer will buy a ticket on Delta and then get on an outsourced flight you have to divide by the number of flights not block hours.
Still, what should matter most to us is the amount of pilot jobs at mainline, which happens to be increasing, and which is determined primarily by block hours.
06-24-2013 | 08:25 AM
#16
Da Hudge
Joined: Oct 2006
Posts: 17,473
Likes: 0
From: Poodle Whisperer
The probability there would more appropriately be measure by seats in your example.
06-24-2013 | 08:28 AM
#17
Line Holder
Joined: Mar 2005
Posts: 1,957
Likes: 1
Not anymore.
They now exist to replace mainline, as evidenced by routes such as the entire DL shuttle being outsourced where it's nearly 100% O&D, and many other routes such as DTW-MTY, LAX-SEA, LGA-RSW, JFK-DFW, the list goes on and on. There are routes that feed like CHS-ATL but mainline also has routes that feet out of the hub after connections. It's just as much about outsourcing for the sake of outsourcing.
They now exist to replace mainline, as evidenced by routes such as the entire DL shuttle being outsourced where it's nearly 100% O&D, and many other routes such as DTW-MTY, LAX-SEA, LGA-RSW, JFK-DFW, the list goes on and on. There are routes that feed like CHS-ATL but mainline also has routes that feet out of the hub after connections. It's just as much about outsourcing for the sake of outsourcing.
06-24-2013 | 09:36 AM
#19
Thread Starter
Flies With The Hat On
Joined: Aug 2006
Posts: 1,339
Likes: 0
From: Right of the Left Seat
Not anymore.
They now exist to replace mainline, as evidenced by routes such as the entire DL shuttle being outsourced where it's nearly 100% O&D, and many other routes such as DTW-MTY, LAX-SEA, LGA-RSW, JFK-DFW, the list goes on and on. There are routes that feed like CHS-ATL but mainline also has routes that feet out of the hub after connections. It's just as much about outsourcing for the sake of outsourcing.
They now exist to replace mainline, as evidenced by routes such as the entire DL shuttle being outsourced where it's nearly 100% O&D, and many other routes such as DTW-MTY, LAX-SEA, LGA-RSW, JFK-DFW, the list goes on and on. There are routes that feed like CHS-ATL but mainline also has routes that feet out of the hub after connections. It's just as much about outsourcing for the sake of outsourcing.
06-24-2013 | 10:11 AM
#20
SDQ Base Chief
Joined: Mar 2006
Posts: 6,089
Likes: 48
From: 320 CA
1Q 2013 DAL report:
Consolidated ASMs- 53,022,000
Mainline ASMs- 46,202,000
Regional ASMs- 6,820,000
So 12.8% of the Delta system ASMs are done by 3rd party carriers. Still far too much in my opinion.
Consolidated ASMs- 53,022,000
Mainline ASMs- 46,202,000
Regional ASMs- 6,820,000
So 12.8% of the Delta system ASMs are done by 3rd party carriers. Still far too much in my opinion.
