How does this reconcile with what DALPA has been spouting about the proposed block hour JV agreement found in TA2015?

"Yet Delta Air Lines (NYSE: DAL) is expanding its usage of 757s for international flights -- to some extent, at the 767's expense. What gives?

In Delta's most recent quarterly SEC filing, the airline revealed that it will purchase five used 757s later this year. This was an interesting move...

...not all 757s are alike. Some are optimized for shorter routes, while others are capable of long-haul flights of up to 4,000 miles. Moreover, the used 757s that Delta is buying are some of the last to be built, and are nearly two decades younger than many of the 757s that Delta is retiring.

In other words, Delta is buying 757s that can stick around for a while and that are capable of long-haul international flights. Indeed, there's no substitute today for the 757 on 3,000-4,000 mile routes that don't have enough demand for a larger widebody plane.

In April, Delta began a new route from Philadelphia to London that took advantage of the 757's unique capabilities. Joint venture partner Virgin Atlantic has a hub in London, but it doesn't have a small enough plane to fly economically to Philadelphia, a US Airways stronghold."

United Continental Zigs While Delta Air Lines Zags (DAL,UAL)

What's your point?

The point is that the TA language allows Delta to remove all higher paying widebodies from the Atlantic JV and replace them with lower paying 757's. The TA language removes the seat metric in favor of an aircraft block hour metric. A380 equals 757 with this TA language.

Carl

As much as you want to, we cannot force the company to buy any particular type of airplane. They will buy what they need to execute their plan. What you are talking about and what that article allude to are two different things. I get it. I am on your side with the EASK vs BH thingy, but there is no argument to be made with that article. IMHO, DAL buying more 757s is a win any way you slice it.

Completely agree. I've never said anything different.

It's not if they are replacing widebodies. It hurts us then. It hurts us by having more Delta passengers flown by non-Delta pilots, and it hurts us because of our pay structure.

Carl

The recent 757's purchased are not additional airframes or a increase in the fleet plan. They will allow Delta to retire an additional 5 airframes that would have required extensive overhauls. It's cheaper to buy used airframes with time left and avoid the overhaul cost.

Fleet plans change. That's why they're called plans. Therefore, it's just silly when you make definitive statements like this based on a plan.

Carl

Your right Carl, it would be a terrible thing if the company decided to keep more 757's! The horror of the thought!
I would prefer the plan does change and they do the heavy checks. The stuff posted about A321's, 737's, more 757's is simply not rational thought. The first two don't have range and the last is not likely to see a increase on routes running full into slot controlled or gate restricted airports.
I prefer when I try and evaluate something to look at facts. The planned fleets for Delta and our JV partners are pretty well known. I will go with those in evaluating that portion of the TA.

Sailing,

Don't forget the fact that DAL has been out of compliance for 4 years.

Also, don't forget that our unions solution was $60/month/pilot on a grievance settlement. A pittance. AND to solve the problem going forward the TA makes the company instantly compliant with the ability to flex down.

Now, I know you know these things, but you are defending a position which has been proven to be based on faulty logic. (I am not saying the C150LR isn't a big stretch, or the 73-9 even. But, in the future games of hardball, let's at least get a wooden rather than a plastic bat.

If the language isn't specific, clear, includes remedies and minimums it isn't language.

Scambo, based on the current fleet plans does the TA or the current language provide better protection looking 3 or 4 years out?