Earnings Call October 25 / Predictions ?
10-30-2023, 07:14 AM
#152
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Joined APC: Mar 2019
Posts: 427
10-30-2023, 07:15 AM
#153
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Joined APC: Jan 2016
Posts: 261
10-31-2023, 06:38 AM
#154
Gets Weekends Off
Joined APC: Feb 2014
Position: Lineholder
Posts: 1,434
The real problem with the ULCC model starts at the website and continues at the gate.
Lots of customers buy a cheap ticket, don’t pay for a carryon (opting to go the personal item sizing route) and also don’t pay for their seat selection. This leads to longer lines at the gate to get a seat in an area of the airport that is equipped to house between 120-150 people. As we sometimes carry 240 pax, the airport simply lacks the surface area to house everyone comfortably. And the ONE gate agent at the desk has to:
1) position the jet bridge and open the door for deplaning
2) go back up the jet ridge to the gate, make all announcements and handle all the customers who don’t have seats assigned (if that’s 20% of a 321, we’re talking about 48 people)
3) order/call catering for more ice (which the FAs ask for)
4) checkin/board all the customers on the new flight and check bag sizes
5) do this all within about an hour (and feel the pressures of their boss to make up time as the last flight was late)
and much more. All for minimum wage. And dealing mostly with customers who are unhappy because the flight is late.
This is the American ULCC model. I don’t know how it compares to the European one but I would surmise that it is significantly different (worse).
If the website would ASSIGN the seat at time of purchase (or at least prior to airport arrival), it would greatly cut down on gate agent workload. If there were more than one agent, they could share duties. If we could obtain gate space at international gates for 321 flights (where the airport has more seating), it would help. None of these things cost that much more I presume.
Lots of customers buy a cheap ticket, don’t pay for a carryon (opting to go the personal item sizing route) and also don’t pay for their seat selection. This leads to longer lines at the gate to get a seat in an area of the airport that is equipped to house between 120-150 people. As we sometimes carry 240 pax, the airport simply lacks the surface area to house everyone comfortably. And the ONE gate agent at the desk has to:
1) position the jet bridge and open the door for deplaning
2) go back up the jet ridge to the gate, make all announcements and handle all the customers who don’t have seats assigned (if that’s 20% of a 321, we’re talking about 48 people)
3) order/call catering for more ice (which the FAs ask for)
4) checkin/board all the customers on the new flight and check bag sizes
5) do this all within about an hour (and feel the pressures of their boss to make up time as the last flight was late)
and much more. All for minimum wage. And dealing mostly with customers who are unhappy because the flight is late.
This is the American ULCC model. I don’t know how it compares to the European one but I would surmise that it is significantly different (worse).
If the website would ASSIGN the seat at time of purchase (or at least prior to airport arrival), it would greatly cut down on gate agent workload. If there were more than one agent, they could share duties. If we could obtain gate space at international gates for 321 flights (where the airport has more seating), it would help. None of these things cost that much more I presume.
11-01-2023, 10:36 AM
#155
Gets Weekends Off
Joined APC: Apr 2015
Posts: 329
The real problem with the ULCC model starts at the website and continues at the gate.
Lots of customers buy a cheap ticket, don’t pay for a carryon (opting to go the personal item sizing route) and also don’t pay for their seat selection. This leads to longer lines at the gate to get a seat in an area of the airport that is equipped to house between 120-150 people. As we sometimes carry 240 pax, the airport simply lacks the surface area to house everyone comfortably. And the ONE gate agent at the desk has to:
1) position the jet bridge and open the door for deplaning
2) go back up the jet ridge to the gate, make all announcements and handle all the customers who don’t have seats assigned (if that’s 20% of a 321, we’re talking about 48 people)
3) order/call catering for more ice (which the FAs ask for)
4) checkin/board all the customers on the new flight and check bag sizes
5) do this all within about an hour (and feel the pressures of their boss to make up time as the last flight was late)
and much more. All for minimum wage. And dealing mostly with customers who are unhappy because the flight is late.
This is the American ULCC model. I don’t know how it compares to the European one but I would surmise that it is significantly different (worse).
If the website would ASSIGN the seat at time of purchase (or at least prior to airport arrival), it would greatly cut down on gate agent workload. If there were more than one agent, they could share duties. If we could obtain gate space at international gates for 321 flights (where the airport has more seating), it would help. None of these things cost that much more I presume.
Lots of customers buy a cheap ticket, don’t pay for a carryon (opting to go the personal item sizing route) and also don’t pay for their seat selection. This leads to longer lines at the gate to get a seat in an area of the airport that is equipped to house between 120-150 people. As we sometimes carry 240 pax, the airport simply lacks the surface area to house everyone comfortably. And the ONE gate agent at the desk has to:
1) position the jet bridge and open the door for deplaning
2) go back up the jet ridge to the gate, make all announcements and handle all the customers who don’t have seats assigned (if that’s 20% of a 321, we’re talking about 48 people)
3) order/call catering for more ice (which the FAs ask for)
4) checkin/board all the customers on the new flight and check bag sizes
5) do this all within about an hour (and feel the pressures of their boss to make up time as the last flight was late)
and much more. All for minimum wage. And dealing mostly with customers who are unhappy because the flight is late.
This is the American ULCC model. I don’t know how it compares to the European one but I would surmise that it is significantly different (worse).
If the website would ASSIGN the seat at time of purchase (or at least prior to airport arrival), it would greatly cut down on gate agent workload. If there were more than one agent, they could share duties. If we could obtain gate space at international gates for 321 flights (where the airport has more seating), it would help. None of these things cost that much more I presume.
11-08-2023, 02:03 PM
#158
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Joined APC: Jul 2021
Posts: 165
11-08-2023, 02:07 PM
#159
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Joined APC: Nov 2022
Position: A320 FO
Posts: 295
What would I be admitting to? The system bid isn’t out and there hasn’t been any announcement about moving to east coast operations. I will gladly “admit defeat” of that were to ever happen.
11-09-2023, 01:20 PM
#160
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Joined APC: Feb 2014
Position: Lineholder
Posts: 1,434
Having mentioned that, this operation is doing whatever the C suite peeps deem as necessary for the next 2-5 months. I have my thoughts about what that is but what is being said (as will ALWAYS be the case) by the HQ is something to appease stockholders. If we all "follow the money", I'd suggest this operation is not doing well on purpose. Yes, on purpose. There are theories - most of which are far fetched and silly but the way we are operating right now makes no common sense. You have to WORK at being this bad.
It's a dangerous game being played, especially for Denver pilots, given the new LOA from UA making the pay cut for CAs to go to United about 6 months. Last initial FO UA class had 7 73 CA slots offered - some of those slots were DEN. It might even be something the Vegas guys look at w/ a short/easier commute to SF. I'd expect AA to do something similiar and if they do, there will be much more attrition for obvious reasons.
Interesting times in 2024...
Last edited by dracir1; 11-09-2023 at 01:34 PM.
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