Mesaba Future
08-13-2008 | 04:53 PM
#101
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I heard from this guy I know that has a friend that was sitting next to some NW captain that said he knew a guy that told him that Mesaba was sitting pretty with the Delta deal. I believe him. And we also have those AE Saabs coming too! Can't wait. . .
08-13-2008 | 05:14 PM
#102
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Hahahaha,
I started this thread wondering about additional options on our 900's somehow along the way we had:
a debate on the CRJ900 and ERJ-170
thrust differences between each
fuel lbs per hour burn
talk about the CRJ1000
people crapping on each other who work for the same company
some guy calling 10% of new hires kids
Fun S#@$
08-13-2008 | 05:22 PM
#103
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From: SAABster
NO WE DON"T....PLEASE...
08-13-2008 | 05:23 PM
#104
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From: SAABster
Hahahaha,
I started this thread wondering about additional options on our 900's somehow along the way we had:
a debate on the CRJ900 and ERJ-170
thrust differences between each
fuel lbs per hour burn
talk about the CRJ1000
people crapping on each other who work for the same company
some guy calling 10% of new hires kids
Fun S#@$
I started this thread wondering about additional options on our 900's somehow along the way we had:
a debate on the CRJ900 and ERJ-170
thrust differences between each
fuel lbs per hour burn
talk about the CRJ1000
people crapping on each other who work for the same company
some guy calling 10% of new hires kids
Fun S#@$
08-13-2008 | 05:31 PM
#105
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From: FO
I heard they are coming from Colgan
08-14-2008 | 04:09 AM
#107
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From: Trying to remember "Thrust Normal", "Checks", and something else besides "How are the rides today?"
Here is a little information for you. Other than the 36 Compass EMB-175's. No aircraft with more than 76 seats or 85,000 lbs may be flown by any DCI and must be flown by Delta Pilots. This includes the NWA Pilots since we both agreed to the JPWA (joint pilot working agreement). If Delta gets anything bigger than that it will be flown by mainline pilots. Also not to place fuel on any fires but Delta does have CRJ-900 (and comparable aircraft) rates in our present contract. I am not arguing the pros or cons of such a move just stating facts like the author of this thread requested. Any C-Series aircraft or anything bigger than the size limits mentioned above will be flown by mainline pilots unless relief in the contract is given. I doubt that will happen. 
08-14-2008 | 07:08 AM
#108
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Selcall - thanks for imparting some actual fact into this trainwreck of a thread. In the JPWA what are the limits for 76 seat a/c? Is DCI at the cap yet including the Mesaba 900s and COmpass 175s? THe JPWA scope will help tell the story of the future at Mesaba.
08-14-2008 | 12:22 PM
#109
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From: Spinal Tap Drummer
Section 1
SCOPE
SCOPE
Amend </div>
Amend Section 1 B. 40. to read:
40. "Permitted aircraft type" means:
a. a propeller-driven aircraft configured with 70 or fewer passenger seats and with a maximum certificated gross takeoff weight in the United States of 70,000 or fewer pounds, and
b. a jet aircraft certificated for operation in the United States for 50 or fewer passenger seats and with a maximum certificated gross takeoff weight in the United States of 65,000 or fewer pounds, and
c. one of up to 255 jet aircraft configured with 51-70 passenger seats and certificated in the United States with a maximum gross takeoff weight of 86,000 pounds or less ("70-seat jets"
, and
<div align="left">Section 1 B. 40. may not exceed 255.
Exception: Up to the 36 EMB-175s that were operated and/or ordered by Northwest prior to CBAID may continue to be operated with up to a maximum gross takeoff weight of 89,000 pounds. Section 1 B. 28. to:
Delete all references to Alaska and AS hub to hub baseline ratios. Amend Section 1 B. 40. to read:
40. "Permitted aircraft type" means:
a. a propeller-driven aircraft configured with 70 or fewer passenger seats and with a maximum certificated gross takeoff weight in the United States of 70,000 or fewer pounds, and
b. a jet aircraft certificated for operation in the United States for 50 or fewer passenger seats and with a maximum certificated gross takeoff weight in the United States of 65,000 or fewer pounds, and
c. one of up to 255 jet aircraft configured with 51-70 passenger seats and certificated in the United States with a maximum gross takeoff weight of 86,000 pounds or less ("70-seat jets"
, and d. one of up to 120 jet aircraft configured with 71-76 passenger seats and certificated in the United States with a maximum gross takeoff weight of 86,000 pounds or less ("76-seat jets". The number of 76-seat jets may be increased above 120 by three 76-seat jets for each aircraft above the number of aircraft in the baseline fleet operated by the Company (in service, undergoing maintenance and operational spares) as of CBAID. The baseline fleet number will be 440+N, in which N is the number of aircraft (in service, undergoing maintenance and operational spares but not including permitted aircraft types) added to the Company’s baseline fleet from NWA. The number and type of all aircraft in the Company’s fleet on CBAID will be provided to the Association. The number of 70-seat jets plus 76-seat jets permitted by
. The number of 76-seat jets may be increased above 120 by three 76-seat jets for each aircraft above the number of aircraft in the baseline fleet operated by the Company (in service, undergoing maintenance and operational spares) as of CBAID. The baseline fleet number will be 440+N, in which N is the number of aircraft (in service, undergoing maintenance and operational spares but not including permitted aircraft types) added to the Company’s baseline fleet from NWA. The number and type of all aircraft in the Company’s fleet on CBAID will be provided to the Association. The number of 70-seat jets plus 76-seat jets permitted by <div align="left">Section 1 B. 40. may not exceed 255.
e. once the number of permitted 76-seat jets is established, it will not be reduced. Exception one: If a pilot on the seniority list with an employment date prior to September 1, 2001 is placed on furlough, the Company will convert all 76-seat jets for operation as 70-seat jets.
Exception two: In the event the flow provisions of NWA LOA 2006-10 and LOA 2006-14 cease to be available, either at the feeder carrier affiliate referenced in such LOAs or at another carrier, the number of jet aircraft configured with 71-76 passenger seats specified in Section 1 B. 40. d. will revert to 85.
f. a carrier that operates any of the 70- or 76-seat jets not being operated as of November 1, 2004, may do so only if that carrier and the Company have agreed to terms for a preferential hiring process for pilots furloughed by the Company (i.e., a pilot furloughed by the Company will be given preferential hiring at a Delta Connection Carrier if he completes all new hire paper work, meets all new hire airman and medical qualifications, satisfies background checks and successfully completes an interview). The Company will offer preferential interviews for employment to airmen employed by a Delta Connection Carrier that offers preferential hiring to furloughed pilots under Section 1 B. 40. e., subject to the Company’s objectives for diversity and experience among newly hired pilots, and subject to the Company’s hiring obligations under the NWA CBA LOAs as they appear in Attachment C (i.e. NWA LOA 2006-10, 2006-14, and 2008-01). A pilot hired by a Delta Connection Carrier operating any of the 70- or 76-seat jets not being operated as of November 1, 2004 will not be required to resign his Delta seniority number in order to be hired by such carrier. Preferential hiring rights at Delta Connection Carriers for pilots furloughed by the Company provided herein will be in addition to any flow down rights such furloughed pilots may have pursuant to the NWA CBA LOAs as they appear in Attachment C (i.e. NWA LOA 2006-10, 2006-14, and 2008-01).
08-14-2008 | 12:28 PM
#110
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From: Spinal Tap Drummer
I have no idea what happened to the formatting on the last post but there's the JPWA.
They are going to be pretty much right at the cap for the time being - maybe even a little over unless the MAG CRJ900 contract actually gets cancelled. That whole additional 18 options for E-175 or CRJ900 thing is effectively vaporized at DCC. The flow for XJ and CP remain unchanged. They can cancel the XJ flow without penalty. If the CP flow is cancelled they basically have to convert 35 76 seaters to 70 seaters. I have no idea how much total regional feed they have over 50 seats but they might have room for some more 70 seaters. If they were to add more E-175s some day they would have to be LR models to remain under the 86k limit. All CPS E-175s are currently LRs as the AR mod (89k) has not yet been certified.
They are going to be pretty much right at the cap for the time being - maybe even a little over unless the MAG CRJ900 contract actually gets cancelled. That whole additional 18 options for E-175 or CRJ900 thing is effectively vaporized at DCC. The flow for XJ and CP remain unchanged. They can cancel the XJ flow without penalty. If the CP flow is cancelled they basically have to convert 35 76 seaters to 70 seaters. I have no idea how much total regional feed they have over 50 seats but they might have room for some more 70 seaters. If they were to add more E-175s some day they would have to be LR models to remain under the 86k limit. All CPS E-175s are currently LRs as the AR mod (89k) has not yet been certified.
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