RJ From United States of America, joined Mar 2001, 198 posts, RR: 1 Reply 1, posted (11 years 10 months 22 hours ago) and read 868 times:
Comair also does ATL-MDT 3 times a day. On March 18th Comair will start ATL-CHO and ATL-IND. Then on May 16th Comair will start ATL-AVP.
Why? You ask.
Because Delta doesn't want one of their hubs (ie. ATL) to be held hostage by one of their regionals. They learned their lesson during the Comair strike last year. Comair controlled 99.9% of the regional feed out of CVG. When Comair went on strike, CVG was loosing a lot of money. Because of "struck work" rules within ALPA, Delta couldn't put ASA or ACJet into CVG. Their pilots would refuse to fly these routes as they were Comair routes and were considered struck work by ALPA. Delta had their hands tied.
Therefore, Delta has started to intermingle the Connection carriers. ACA has started service out of CVG. This week they announced service to TOL, ALB, and SBN. There is a lot of intermingleing in DFW. Comair is serving IND, CRP, and soon will be doing SAT and RDU out of DFW. Look for Comair to do more flying out of DFW as the year progresses. Skywest is also picking up a lot of flying out of DFW. Heck, they fly all the way to GSO!!! What is "west" about that Sky"west?"
Another reason that Delta is trying to mix the Connection carriers is for leverage. The Connection carrier's leverage is severely limited if they don't have a strangle-hold on one of Delta's hubs. And ASA's pilot contract is ammendable in September. Seeing that it takes a few years to settle a contract, Delta has plenty of time to mix in ACA, Comair, and Skywest into ASA's backyard of ATL and DFW. This is how the game is played in todays market. Only time will tell what the Connection carriers pilots have learned to counter this.
ATL2CDG From United States of America, joined Jan 2002, 296 posts, RR: 11 Reply 5, posted (11 years 10 months 18 hours ago) and read 821 times:
While the above mentioned reasons do have some merit, there is another, more practical reason behind the "intrusion" of other DCI carriers into ASA's "domain."
Delta/ASA/DCI are committed to as large a jet fleet as possible and serving as many destinations with all jet service as feasible. As such, ASA's Brasilia (EMB-120) fleet is slowly (or actually, quite quickly) being retired. These former (and soon to be former) E120 routes (ABY, FAY, BQK, CRW, EVV, etc) are being covered by new jets - jets that normally would be used for expansion to new destinations. Until the E120 fleet is reduced to the level desired, you will continue to see some new jets being used to replace the props rather than service new cities. At that time, the new jets will be used instead for expansion. Until that time, we will see other DCI carriers (Comair, Skywest and maybe one day ACA) being used to suppliment ASA service in ATL to "new" destinations.
Well, then why is ACA moving in on Comair in CVG? Well, the vast majority of cities ACA is servicing from CVG also have ACA service to JFK, LGA, and BOS. Since ACA already serves these cities from "their" northern hubs and some trips into CVG do not require 50 seats (ie Comair's CRJs), DCI is using ACA to suppliment Comair so that Comair can in turn suppliment ASA in ATL and DFW.
Skywest's DFW expansion is simple. United Express, Inc. reduced their orders for Skywest CRJ service on the west coast and as a result, Skywest had a surplus of planes, pilots and flight attendants. Delta needs the attentional support in their DFW hub (for both replacing ASA props AND unprofitable Delta mainline routes) and requested Skywest to expand in DFW - Skywest was smart and accepted.
While many pilots would like to think that Delta brass want to screw them over as much as possible, this is not hardly the case. Mullin and his cohorts LOVE DCI and their regional jets, but are going to use the various bodies effectively. Strike protection is a cause for concern, but does NOT dictate operations. Simple economics, company capacity and other more placid variables determine proportionment and use of assets.
In any case, I wish my co-workers at ASA the best of luck in their forthcoming negociations, but I would also pray that they keep calm, civil heads and be more realistic in their assumptions. This isn't war - it's business.
Hoffa From , joined Dec 1969, posts, RR: Reply 6, posted (11 years 10 months 18 hours ago) and read 813 times:
The bottom line is that an ASA strike is going to cripple ATL and the Southeast USA no matter how you look at it. There is no way ACJet, Comair or Skywest are going to ramp up to ASA levels out of ATL no matter how many years headstart management has.
Its all a convenient fiction anyway...Comair and ASA are now both wholly-owned by Delta itself so they can't really compete with each other in any real sense.
FlyPNS1 From United States of America, joined Nov 1999, 6273 posts, RR: 24 Reply 9, posted (11 years 10 months 18 hours ago) and read 800 times:
Of course, the bigger question is what cities will DL have to stop serving when DCI hits the caps? Given the rapid growth of DCI and the stagnation of DL mainline, the caps are going to be hit. Then, DL's gonna end up like AA, pulling out of smaller markets to allow Eagle to expand in others.
ATL2CDG From United States of America, joined Jan 2002, 296 posts, RR: 11 Reply 10, posted (11 years 10 months 17 hours ago) and read 796 times:
The caps have already been surpassed - by over 2%. DALPA is grieving. Delta is stating "force majeur." When caps are met, DL doesn't cut. Either DL grows or DCI cuts. Apparently you don't understand what caps are.
RJ From United States of America, joined Mar 2001, 198 posts, RR: 1 Reply 11, posted (11 years 10 months 17 hours ago) and read 793 times:
Although you make a good point about distributing DCI assest to best serve Delta, you cannot ignore that fact that Delta dosn't want to have the same hostage situation happen to them again. Labor and leverage are a part of moving the assests of DCI around. Lets look at DCI's CEO Fred Buttrell's own words:
From Aviationnow: By mixing flights of the various Connection carriers, Delta will be getting away from the practice of concentrating a carrier at one airport, which hurt Delta when Comair's pilots went on strike. "We are diversifying feed into the various hubs so we will not have all eggs in one basket," Buttrell says.
There's also a healthy competitive aspect to having a portfolio of feeder carriers. "The lowest cost producer with the highest quality will get rewarded with aircraft," the executive says.
It sure sounds as though Mr. Mullin and Mr. Buttrell don't want a repeat of the situation that they have encountered with the Comair strike. Therefore, the intermixing of the DCI carriers will continue in order to reduce ASA's leverage and protect key routes in the Delta network from "struck work" policies.
It took three years for Comair pilots and management to reach an agreement. I would suspect the same thing to happen over at ASA. Three years is plenty of time for Comair, Skywest and ACA to ramp up operations out of ATL and DFW. Heck, Comair is taking delivery of 36 airplanes this year alone. We are not talking about reaching ASA levels at these airports. Delta just needs to intermix the carriers enough to protect key routes within their network.
ATL2CDG From United States of America, joined Jan 2002, 296 posts, RR: 11 Reply 13, posted (11 years 10 months 17 hours ago) and read 784 times:
I concide to you, RJ. It's obvious that I'm trying to be too optimistic about management/labour relations, but evident the management themselves cloak not their intentions. I'm quite a pacifist and would prefer that the two sides solve their differences with labour disruptions and "hub intrusions." Oh well, back to the real world, eh?
Also, OH is taking 36 deliveries this year? I've read somewhere that EV will be taking "nearly 30" including 11 CRJ700s. Anyone have anything more exact than "nearly 30?"