bluechunks

I知 glad to see that I'm not the only one to conclude that the 'pocket sessions' are pointless. I have attended many now, and it is obvious (considering current SEC regulations) that senior management cannot really say anything interesting in advance.

This is not a reflection of the quality of our management, only a reflection based upon my observation of the past few years. FWIW, I知 fully capable of reading a powerpoint presentation myself.

bluechunks

B.S.

They each had their own issues, none of which had to do with size. In fact, with effective management size should have been an advantage.

banger

They are only pointless if your expectation was that management would do all the talking and the conversation is one way. What I see is management hearing what the troops have to say and that pocket sessions are a chance to hear from the masses rather than other way around. I always knew that David was handcuffed by SEC rules as to the amount of info he could give. I felt the session was a chance for info to flow from lower to higher.

Pilotpip

The biggest issue that AA and UA had with size was fleet size, as in types in fleet. In some cases, they were using as many as 3 types for the same route. While this may have utilized the best aircraft for the number of pax, it also meant stocking 3 sets of parts, 3 towbars, training mechanics, pilots and ground crews on 3 different aircraft, etc. It really raised costs. By reducing fleet types, they may have lost some efficiency, but have gained huge savings in other costs.

JB is in an interesting boat because they're now starting to feel the same squeeze that they have put on other airlines. Add to this the addition of a new aircraft type (which will create it's own problems early on), and operating on the east coast, where bad weather has caused big delays over the past few months and you see why they're feeling a pinch. The big question isn't why are the feeling it, but how they deal with it and come out on the other end. I'd say that the fact that the management is recognizing this, and addressing it now rather than letting the losses continue for years is a promising sign because they're already acting faster than the legacies did on this issue.

FNG320

I recently talked to some of our pilots who were in the latest recurrent training class where David N was speaking. His comments/response were to the reporter that asked the question and published the recent report He asked some leading questions, but didn't ask enough questions and then mis-quotoed him and slanted the story. The reporter asked if JetBlue had "considered" delaying deliveries. Answer his question, David said yes. All options were considered. It would be prudent to consider all options. (third hand paraphrase) However at recurrent, David then stated that JetBlue currently has no intention of delaying any aircraft deliveries. Ther reporter didn't ask this question. He just ASSumed.

The reporter asked a leading question, then took the answer and twisted it to mean something else. Looks like someone trying to just make some headlines. Pretty shoddy reporting.

After getting this info, I must say that must withdraw my previous comments about management. While I am still skeptical, my overall opinion has improved concerning this issue. Just wanted to pass the words that I have received.

ps. I still feel that our pocket sessions have become nothing but a pep rally, a feel good session for the masses. That we really only get propraganda as the company see it. Sometimes they use the sessions to placate the masses by making them feel good about not getting a cost of living raise, or better benefits. I know my profit sharing check this year was really helpful (not). But at least a cost of living raise over the last couple of years would have still been in my paycheck. Just try to ask some hard questions. You get no answer because

(1) It may be illegal due to SEC rules (that is reasonable)
(2) They don't want to tell you and say so
(3) (most of the time) They side step the questions just like a politician.

But there is a lot that could be passed on that they don't. Information is power.


Just my opinion.....

FNG

hair-on-fire

You really think that American's financial problems were based on them having to buy a couple extra tow bars and teach the ground crews the difference between a MD80 and a 757? These were mostly sunk costs as all the fleets existed before 9/11. Additional fleet types represent extra cost, but also an economic advantage to gauge the aircraft to the specific route demands. All the majors were making money with their many fleet types before the downturn started. The revenue environment changed and 9/11 blew the bottom out. The majors couldn稚 change fast enough.

fireman0174

While you are correct that different aircraft size (meaning seats available) permits a carrier to offer the properly sized aircraft in terms of the market requirements for different times of the day, SWA can do that with their various B737 models and save a whole lot of $$$ in the process.

That's a big advantage and credit for that must go to their management.

Andy

You've got to choose the right tool for the job. United has used 'wingtip' service to various cities in the past (and present) to make up for the shortage of wider guaged aircraft. The 'wingtip' service would be, for instance, a 737 and an A320 departing within 15 minutes of each other on the exact same route. I used to fly on the LAX-DEN route as a nonrev, and I remember both a 737 and the 757 departing 15 minutes later packed to the gills.
The daily 777 run between ORD and IAD is ALWAYS packed both ways.

It is a matter of choosing the proper tool for the job. You wouldn't use a 777 on a flight from DEN-ABQ and you wouldn't use a 737 on a flight from SFO-NRT. Operations the size of UAL/AMR/DAL/NWA require choosing the proper aircraft guage in order to maximize profits (actually, minimize losses). This is not done by you and I, but is analyzed by computers which weigh a number of factors, some of which you and I would not think of. This isn't throwing a dart at a dartboard and deciding which guage aircraft will fly the BWI-DEN route.

Pilotpip mentioned stocking parts for different aircraft. Those parts are stocked at strategic locations (ie hubs) and moved to out bases when needed. United's biggest bench stock is in SFO.
He also mentioned different towbars. IIRC, it is not different towbars, but different towbar pins that are required for different aircraft. The most expensive towbar pin in United's fleet is the Airbus pin.
The additional costs of carrying multiple fleet types is more than outweighed by the enhanced revenues from being able to choose the proper tool for the job.

bluechunks

That is why I attend the pilot meetings.

ryane946

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Wow, I had to quote the entire response. Well said! I agree 100%. Sure you save a little money with a reduced fleet type, but I feel there is also an advantage to having various fleet types (even with domestic only service).
If you look at United, they have the 737, A320, 757/767, 777, and 747.
Five fleet types. I feel there is more of an advantage to having these various fleet types than having just one.