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Originally Posted by Ni hao
(Post 2718695)
Only if this MEC and pilot group allow it. Oscar wanted a deal before the end of Jan. Hold his feet to the fire. They agreed to not leak information out. That will only go so far. We can sing around the camp fire all they want. Sooner or later this entire group hug is coming to an end.
The group hug is actually over. It's been over for a while. Money talks and BS walks. Show me the money, FUPM! |
Originally Posted by Dave Fitzgerald
(Post 2718622)
Kirby is the stumbling block. He needs to stop and pop his head up out of his gopher hole. And....Delta keeps pulling father ahead of us in lots of ways
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Originally Posted by SUX4U
(Post 2719161)
Dave, aren’t we actually closing the gap on Delta in several different metrics of performance?
Still lots of room to grow. Need more airframes. Need NSNB. Need new contract. |
Here are the basic expense statements from the 2017 annual reports. Notice salaries and rents/fees. (Delta is in blue.) Assuming for the moment the two companies are accounting for the same item in the same way, it looks to me like we have over a $1 billion dollar structural difference in expense that we will never overcome.
Interesting to note that the two companies account for regional partner costs in different ways making honest comparison difficult. https://i.postimg.cc/yY28CJcM/Delta2017.jpg https://i.postimg.cc/6qfkZmxk/United2017.jpg |
Such comparisons are problematic at best. Cost fixation is what got UA into this hole. The UA network requires revenue maximization for the airline to be successful and Kirby is the first executive in 25 years who understands that. The difference between revenues and expenses or cash flow is the only thing that matters in the long run. United is more than capable of winning that battle and eventually the war.
https://finance.yahoo.com/news/unite...131101517.html |
Originally Posted by Andy
(Post 2719040)
If you're referring to date of merger as the date of announcement of the merger, I agree. Otherwise, please cite an arbitrated ISL based on completion of merger date.
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Originally Posted by baseball
(Post 2718565)
The wheel won't be a wheel. It'l be a rhombus. No way to do it.
Many, and I mean many COEX pilots while placed at COEX, were actually hired by CAL because they actually had the flight time to fly in the left seat. So, DOH for many, and I mean many COEX pilots is perfectly fair. Many, and I mean many CAL flight engineers didn't have an ATP. They went to mainline. If you had an ATP, CAL assigned you to COEX to fly as a Captain. No way to reinvent the wheel, the square, or the parallelogram. Post 1994, I would agree with you. pre 1994 I would not. |
Originally Posted by JoePatroni
(Post 2719063)
Outsourcing widebody flying would be the golden ring for him.
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Originally Posted by Sunvox
(Post 2719255)
Here are the basic expense statements from the 2017 annual reports. Notice salaries and rents/fees. (Delta is in blue.) Assuming for the moment the two companies are accounting for the same item in the same way, it looks to me like we have over a $1 billion dollar structural difference in expense that we will never overcome.
Interesting to note that the two companies account for regional partner costs in different ways making honest comparison difficult. https://i.postimg.cc/yY28CJcM/Delta2017.jpg https://i.postimg.cc/6qfkZmxk/United2017.jpg |
Originally Posted by Sunvox
(Post 2719255)
Here are the basic expense statements from the 2017 annual reports. Notice salaries and rents/fees. (Delta is in blue.) Assuming for the moment the two companies are accounting for the same item in the same way, it looks to me like we have over a $1 billion dollar structural difference in expense that we will never overcome.
Interesting to note that the two companies account for regional partner costs in different ways making honest comparison difficult. Since DGS is non-union with lots of part-time employees DAL enjoys a labor cost advantage, but it’s not as significant as a first glance at “labor costs” might initially suggest. |
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