• NC Software is proud to announce the release of APDL - Airline Pilot Logbook version 10.0. Click here to view APDL on the Apple App store and install now.
  • Logbook Pro for Apple iOS version 8.1 is now available on the App Store. Major update including signature endorsements and dark/light theme support. Click here to install now.

Delta financial results

contrail67

Well-known member
Joined
Oct 13, 2003
Posts
954
Total Time
15,000
NEW YORK (Reuters) - Delta Air Lines Inc reported a wider-than-expected third-quarter loss on Wednesday as it faced more than $800 million in extra fuel bills due to the spike in oil prices during the quarter.
AMR Corp , parent of American Airlines, the world's largest carrier by traffic, is also expected to report a fuel-related loss later in the day.
Although the price of oil has returned to the same level as a year ago, around $76 per barrel, it jumped to a record-breaking $148 over the summer. That dashed airlines' hopes of a third-quarter profit, but results are expected to improve if oil stays at current levels.
The massive rise in oil last quarter forced airlines to raise fares and introduce new fees while they retire old planes, cut services, jobs and capacity and target more lucrative international routes. Those measures are expected to bring the industry back to profit in 2009.
"We broadly consider third-quarter industry results to be irrelevant, offering little to no insight as to the industry's 2009 profit potential," said JPMorgan analyst Jamie Baker, in a research note.
Delta said the recent fall in oil prices would save it money, but the outlook for next year was still cloudy.
"While near-term demand remains solid, the current economic crisis creates uncertainty about the longer-term revenue outlook," said Delta Chief Financial Officer Edward Bastian, in a statement. "At the same time, economic concerns have driven the price of fuel down steeply, which will provide significant savings to us."
Delta, which emerged from bankruptcy in April 2007, is set to overtake American as the world's largest airline when it completes its purchase of Northwest Airlines Corp . That deal is on track to close by the end of the year, Delta said on Wednesday.
Atlanta-based Delta, currently the U.S. No 3 carrier behind American and UAL Corp's United Airlines, reported a quarterly net loss of $50 million, or 13 cents per share, compared with a profit of $220 million, or 56 cents per share, in the same quarter last year.
Excluding one-time charges related to terminating contracts and the Northwest merger, it reported a loss of 7 cents per share. That was wider than the 2 cents per share loss expected by Wall Street, according to Reuters Estimates.
Delta increased operating revenue by 9 percent, to $5.7 billion, even though it reduced its flying capacity in the quarter, helped by strong transatlantic business, higher fares and more fees. But the airline's operating costs increased $814 million, or 17 percent, almost entirely due to higher fuel.
For the full year, Delta expects passenger unit revenue to rise 7 to 9 percent as it cuts flights and raises fares. It is expecting domestic capacity to fall 8 to 10 percent for the year, and capacity on its more lucrative international routes to rise 14 to 16 percent.
Delta shares fell 4.3 percent to $7.03 on the New York Stock Exchange. AMR shares fell 2.7 percent to $8.55.
 

~~~^~~~

Well-known member
Joined
Dec 21, 2001
Posts
6,137
Total Time
7,500+
The real headline would be more boring:

Delta Breaks Even
-loses 0.0042 on almost 10% higher revenue.

Third-quarter revenue rose 9.4 percent to $5.7 billion.


Delta had $24 million in one-time expenses during the quarter related to early termination fees under regional flying agreements with Republic Airways Holdings Inc. and ExpressJet Holdings Inc., merger-related costs and severance pay for employees who accepted buyouts.


Excluding those costs, Delta's loss was $26 million, or 7 cents a share. Analysts expected Delta to lose 2 cents a share, based on the average of 11 estimates compiled by Bloomberg.
Still, it would have been nice to see that be a positive number. When you consider the size of oil shocks, crazy economic environment and distractions of a merger, not bad results. Clearly there is room for improvement.

Looking forward the merger will both be expensive and provide some low hanging fruit that Delta should be able to cut costs on. Correct me if I'm mistaken, but single engine taxiing, cross bleed starts, maintaining a clean drag profile on approaches, limiting APU usage, refinedments to aircraft utilization, traffic management and other programs that Delta has been emphasizing I don't think are used over at NWA, yet.

Anyone have the prognosis for NWA? I'm expecting break even, or a little profit.

When the bubble between profit and loss goes to the third decimal point, it should make us all reflect how every little thing we do effects the overall outcome.
 

General Lee

Well-known member
Joined
Aug 24, 2002
Posts
20,442
Total Time
A lot
from a Reuters article...

"We broadly consider third-quarter industry results to be irrelevant, offering little to no insight as to the industry's 2009 profit potential," said JPMorgan analyst Jamie Baker, in a research note.

Delta said the recent fall in oil prices would save it money, but the outlook for next year was still cloudy. "While near-term demand remains solid, the current economic crisis creates uncertainty about the longer-term revenue outlook," said Delta Chief Financial Officer Edward Bastian, in a statement.

"At the same time, economic concerns have driven the price of fuel down steeply, which will provide significant savings to us."


Bye Bye--General Lee
 

DTW320

Well-known member
Joined
Dec 12, 2005
Posts
854
Total Time
15000+
Correct me if I'm mistaken, but single engine taxiing, cross bleed starts, maintaining a clean drag profile on approaches, limiting APU usage, refinedments to aircraft utilization, traffic management and other programs that Delta has been emphasizing I don't think are used over at NWA, yet
NWA does all of those things, and has for a long time now, especially emphasizing single engine taxi and limiting APU usage.
 

jetflier

Well-known member
Joined
Dec 22, 2003
Posts
718
Total Time
lot's
with the fuel in-efficient DC9, NWA is sure to loose money,...how could they possibly post a profit :)
 

hockeypilot44

Well-known member
Joined
Feb 26, 2005
Posts
893
Total Time
Why are pilots so ********************ing stupid? Is it that hard to differentiate between lose and loose? Sorry. I had to get that off my chest.
 

~~~^~~~

Well-known member
Joined
Dec 21, 2001
Posts
6,137
Total Time
7,500+
DTW,

Thanks for the correction. One of the FAA folks from your certificate was on our jumpseat yesterday and commented that he had not seen nearly the number of single engine, crossbleed starts and other tasks put on the FO's at NWA that he was observing at Delta. He also commented that Delta typically got tied up with significantly longer taxi times because of ATL (which has not been running nearly as efficiently as it used to for some reason - I'd like to see the numbers) and JFK and LGA.

Looking through the NWA manuals, it appears most of what we do is the same, but Delta's got parts of your FOM spread across five different volumes and is a little harder, at first, to find.

Thankfully, both airlines are AQP. Should help us get used to the "new" procedures, etc ...
 

wings421

Just playin' possum
Joined
Mar 11, 2004
Posts
313
Total Time
7500+
Why are pilots so ********************ing stupid? Is it that hard to differentiate between lose and loose?

Because we fli plains and drink lots of beer insted of teachin fith grade grammer and haven spellin contests. :)
 

MJ42

Well-known member
Joined
Dec 14, 2001
Posts
633
Total Time
8000
DTW,

Thanks for the correction. One of the FAA folks from your certificate was on our jumpseat yesterday and commented that he had not seen nearly the number of single engine, crossbleed starts and other tasks put on the FO's at NWA that he was observing at Delta. He also commented that Delta typically got tied up with significantly longer taxi times because of ATL (which has not been running nearly as efficiently as it used to for some reason - I'd like to see the numbers) and JFK and LGA.

Looking through the NWA manuals, it appears most of what we do is the same, but Delta's got parts of your FOM spread across five different volumes and is a little harder, at first, to find.

Thankfully, both airlines are AQP. Should help us get used to the "new" procedures, etc ...

Fins, that FAA guy must have been in a lot of DC-9 jumpseats. Single engine taxi is encouraged in the 9 but most of the time we are too heavy (outbound) to do a SE taxi. However, most Captains taxi in on one engine. From what I've seen, SE taxi on the 75 and Airbus are much more common.
 

PeanuckleCRJ

Hurrrrrrrr
Joined
Jul 21, 2004
Posts
1,684
Total Time
mucho
Fins, that FAA guy must have been in a lot of DC-9 jumpseats. Single engine taxi is encouraged in the 9 but most of the time we are too heavy (outbound) to do a SE taxi. However, most Captains taxi in on one engine. From what I've seen, SE taxi on the 75 and Airbus are much more common.


I've never seen an NWA 757 or Airbus taxi out on a single engine...not once.

Every NWA 757 guy thinks that they are "too heavy." I wonder how quickly they'll learn that single engine breakaway thrust is minutely higher than two engine breakaway...
 

MJ42

Well-known member
Joined
Dec 14, 2001
Posts
633
Total Time
8000
I've never seen an NWA 757 or Airbus taxi out on a single engine...not once.

Every NWA 757 guy thinks that they are "too heavy." I wonder how quickly they'll learn that single engine breakaway thrust is minutely higher than two engine breakaway...

I presume you used to ride NWA when you were at Pinnacle? Do you ride us now? If not, things have changed as far as SE taxi mentality. I've seen it often. However, we still have those CA who don't care.

BTW, breakaway thrust in the 9 is a lot greater on SE compared to 2.
 

PeanuckleCRJ

Hurrrrrrrr
Joined
Jul 21, 2004
Posts
1,684
Total Time
mucho
I presume you used to ride NWA when you were at Pinnacle? Do you ride us now? If not, things have changed as far as SE taxi mentality. I've seen it often. However, we still have those CA who don't care.

BTW, breakaway thrust in the 9 is a lot greater on SE compared to 2.

I remember that about the 9... I still ride on you guys with reasonable regularity. My wife's family is from DTW. Unless this has changed within the past month, I still have yet to see either the 320/319 or 757 taxi out single engine. Only taxi in (which is typically quicker).
 

Tanker Clown

KC-10 IP
Joined
May 22, 2004
Posts
1,653
Total Time
1700+
Another quarter, another Delta loss, another hole in sand filled by Genital Lee's niave head. I guess the good news is that the loss is much smaller than the $6.7 billion loss from the first quarter.

Here's the the fouth quarter loss and how the General will tell us how good of a loss it was. I'm sure we'll hear some stuff about how the economic crisis, while spreading worldwide, will not cause any ill effects on Delta's international expansion.
 

michael707767

Well-known member
Joined
Sep 20, 2002
Posts
1,640
Total Time
13,500
Single engine taxi is encouraged in the 9 but most of the time we are too heavy (outbound) to do a SE taxi. However, most Captains taxi in on one engine.

don't know if your -9s are capable of heavier weights, but I flew the -9 in a previous life, and here at Delta on the 88, but very rarely have I been too heavy to SE taxi.
 

Superpilot92

LONGCALL KING
Joined
Nov 7, 2004
Posts
3,719
Total Time
Dunno?
Nwa taxi times are typically much shorter than dals thus the lower number of single engine taxi's fwiw
 

Superpilot92

LONGCALL KING
Joined
Nov 7, 2004
Posts
3,719
Total Time
Dunno?
don't know if your -9s are capable of heavier weights, but I flew the -9 in a previous life, and here at Delta on the 88, but very rarely have I been too heavy to SE taxi.


Where the ones you flew fully loaded -40's or -50's? They are typically the ones that are to heavy. Those are the majority of the DC9's now.
 

Quimby

Well-known member
Joined
Nov 10, 2004
Posts
1,577
Total Time
matter
Why are pilots so ********************ing stupid? Is it that hard to differentiate between lose and loose? Sorry. I had to get that off my chest.

also -

their/they're/there

your/you're

were/we're

:D
 
Last edited:

JAM-BRO

Well-known member
Joined
Mar 4, 2005
Posts
378
Total Time
15000+
The real headline would be more boring:

Delta Breaks Even
-loses 0.0042 on almost 10% higher revenue.

Still, it would have been nice to see that be a positive number. When you consider the size of oil shocks, crazy economic environment and distractions of a merger, not bad results. Clearly there is room for improvement.

Looking forward the merger will both be expensive and provide some low hanging fruit that Delta should be able to cut costs on. Correct me if I'm mistaken, but single engine taxiing, cross bleed starts, maintaining a clean drag profile on approaches, limiting APU usage, refinedments to aircraft utilization, traffic management and other programs that Delta has been emphasizing I don't think are used over at NWA, yet.

FIRST YOU WRITE THE CRAP ABOVE....

Anyone have the prognosis for NWA? I'm expecting break even, or a little profit.

I heard between 60-100 Million net profit

When the bubble between profit and loss goes to the third decimal point, it should make us all reflect how every little thing we do effects the overall outcome.

Quote:
Originally Posted by ~~~^~~~
DTW,

Thanks for the correction. One of the FAA folks from your certificate was on our jumpseat yesterday and commented that he had not seen nearly the number of single engine, crossbleed starts and other tasks put on the FO's at NWA that he was observing at Delta. He also commented that Delta typically got tied up with significantly longer taxi times because of ATL (which has not been running nearly as efficiently as it used to for some reason - I'd like to see the numbers) and JFK and LGA.

Looking through the NWA manuals, it appears most of what we do is the same, but Delta's got parts of your FOM spread across five different volumes and is a little harder, at first, to find.

THEN YOU MAKE THE STATEMENT HIGHLIGHTED ABOVE.

Thankfully, both airlines are AQP. Should help us get used to the "new" procedures, etc ...


WHICH ONE IS IT... DOES NWA HAVE FUEL SAVING PROGRAMS OR NOT? IT SEEMS YOU KNOW THE ANSWER TO YOUR STATEMENTS. WHAT IS YOUR INTENTION, TO POKE EYES, MUDDY WATERS, ETC... DON'T BE SUCH A TOOL... IF YOU DO NOT HAVE SOMETHING WORTHWHILE OR GOOD TO SAY, KEEP YOUR MOUTH SHUT.... SHEESH!!!!
 

Superpilot92

LONGCALL KING
Joined
Nov 7, 2004
Posts
3,719
Total Time
Dunno?
Nope, never flew the -40 or -50, that's why I was asking.


Hope that helped. :beer: Most of our taxi times are very short thus making it pointless to do it. However if we could, (weight wise) it was done especially after landing on the taxi in. Also in the summer its tough to keep the planes cool so having both engines on gives you the best chance at keeping the PAX's cool.
 
Last edited:
Top