Yes - Delta is taking the 717s
07-25-2012 | 07:47 PM
#141
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Delta also took far more Pan Am pilots then were required under PAA work rules for the number of aircraft and routes picked up. They actually took more pilots then required under Delta's better work rules. When the Latin American portion was picked up by American I believe the total number of PAA pilots taken was zero.
I don't think it was AA that got the PAA Latin American operation, but rather UAL.
AA got EALs Latin American Ops (with no pilots), which was karmic payback, as EAL got the routes from Braniff, also with no pilots.
Those routes, while they may make money, seem like a bad omen...every company to ever fly them has gone bankrupt, and two are gone completely.
Nu
07-25-2012 | 10:44 PM
#142
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From: C560XL/XLS/XLS+
Delta also took far more Pan Am pilots then were required under PAA work rules for the number of aircraft and routes picked up. They actually took more pilots then required under Delta's better work rules. When the Latin American portion was picked up by American I believe the total number of PAA pilots taken was zero.
07-26-2012 | 01:16 PM
#146
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I thought the MD-90 was replacing the DC-9. DAL has been putting MD-90s into service as the DC-9s are parked. The last MD-90 arrives in 2013, which will probably coincide with the last DC-9 leaving. The 717s, all 88, don't start arriving until mid 2013, with most coming in 2014/15.
07-26-2012 | 02:35 PM
#147
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From: Light Chop
It may be me but I think the replacing of aircraft in the fleet is route contingent. 6 744 flights is an excellent replacement of 12 B757s on MCO-ATL if you decide to cut frequency and keep the seat inventory near neutral.
But that's a lousy way to use a 744. And I think a 90 is a lousy 1:1 DC9 replacement and a 717 is a lousy 50 1:1 seater replacement.
However, flip that around, and I think it makes a bit more sense with the capacity shrinkage mantra we've seen and heard even at the last earnings call. 90s make an excellent MD88 replacement, 717s make an excellent DC9 replacement.
But that's a lousy way to use a 744. And I think a 90 is a lousy 1:1 DC9 replacement and a 717 is a lousy 50 1:1 seater replacement.
However, flip that around, and I think it makes a bit more sense with the capacity shrinkage mantra we've seen and heard even at the last earnings call. 90s make an excellent MD88 replacement, 717s make an excellent DC9 replacement.
Last edited by forgot to bid; 07-26-2012 at 02:58 PM.
07-26-2012 | 03:16 PM
#148
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From: Light Chop
Delta btw merged with I want to say 595 domestic aircraft? That included 71 DC9s and 16 MD90s at the time.
Today we'll soon have 55 MD90s and 0 DC9s. The fleet will be around 563 aircraft or a net loss of 39 airplanes. If we add 717s and don't park anything else it'll be a net gain (as ALPA eluded to) of 49 airplanes or 10 more domestic airplanes than we had at the merger.
This airline lately not wasted a good opportunity to cut capacity to increase PRASM so that will always be a threat but we can all hope the 717s are net growth and that 739s are something less than 1:1 replacement. Even though coupled with 70 more 76 seaters and the loss of 50 seaters it's a big jump in capacity by 10,000 plus seats from today and a 180 degree change in inventory direction but hey, here's to non-contractual hope and change.
Today we'll soon have 55 MD90s and 0 DC9s. The fleet will be around 563 aircraft or a net loss of 39 airplanes. If we add 717s and don't park anything else it'll be a net gain (as ALPA eluded to) of 49 airplanes or 10 more domestic airplanes than we had at the merger.
This airline lately not wasted a good opportunity to cut capacity to increase PRASM so that will always be a threat but we can all hope the 717s are net growth and that 739s are something less than 1:1 replacement. Even though coupled with 70 more 76 seaters and the loss of 50 seaters it's a big jump in capacity by 10,000 plus seats from today and a 180 degree change in inventory direction but hey, here's to non-contractual hope and change.
07-26-2012 | 05:40 PM
#149
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From: B737 Captain
No Pan Am pilots or FE's were placed behind any Delta pilots hired after they were. The date of the merger was 1 Nov 1991. Not one Delta pilot hired after that date was placed ahead of any Pan Am pilot. The shuttle was not purchased or merged on 1 Sep. There was a agreement to wet lease shuttle aircraft from Pan Am for the period 1 Sep to 1 Nov when the merger actually took place and Delta took ownership of both the shuttle and Atlantic operations.. The purchase agreement was in mid august and it was impossible to complete any merger agreements prior to 1 Sep.
07-26-2012 | 05:51 PM
#150
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From: B737 Captain
Heyas Sailing,
I don't think it was AA that got the PAA Latin American operation, but rather UAL.
AA got EALs Latin American Ops (with no pilots), which was karmic payback, as EAL got the routes from Braniff, also with no pilots.
Those routes, while they may make money, seem like a bad omen...every company to ever fly them has gone bankrupt, and two are gone completely.
I don't think it was AA that got the PAA Latin American operation, but rather UAL.
AA got EALs Latin American Ops (with no pilots), which was karmic payback, as EAL got the routes from Braniff, also with no pilots.
Those routes, while they may make money, seem like a bad omen...every company to ever fly them has gone bankrupt, and two are gone completely.
Pan American-Grace Airways
The US Government made PAA sell PANAGRA. They sold it to Braniff. When Braniff shut down, they sold it to EAL. The Braniff pilots told EAL that they should go with the routes. EAL pilots told them - "not even on the bottom of the list."
EAL sold them to AA. EAL pilots told APA that the pilots should go with the route. The whole airline industry said:
"Remember Braniff!"
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