XJT undercut AWAC?
11-18-2009, 06:27 AM
#91
Line Holder
Joined APC: Jul 2009
Position: ERJ CA
Posts: 41
hahah, why you so salty brotha? Don't worry I am sure there will be another RFP out there soon that you and your brothern will be able to swoop in and take from everyone.............
but seriously we are starting to sound like girls, its almost cute how we all are defending the companies that we work for, when in reality we are ALL WAY OVERWORKED and UNDERPAID.........
but seriously we are starting to sound like girls, its almost cute how we all are defending the companies that we work for, when in reality we are ALL WAY OVERWORKED and UNDERPAID.........
11-18-2009, 07:44 AM
#92
The NeverEnding Story
Joined APC: Sep 2005
Posts: 7,611
Tell me exactly how one regional replacing another regional's lift "undercuts" the mainline any more than previously done? Don't get me wrong - I'd like UAL to recapture small jet flying just as much as anybody else, but IT AINT GONNA HAPPEN without 1. significant, unified labor action, 2. a major change in management attitude, and 3. additional UAL ALPA concessions to recapture that scope which has already been sold/given away/taken/otherwise lost.
And other than payrates, from what I hear from friends who work at UAL (or worked there until their furlough), XJT has better workrules than UAL's narrowbody pilots enjoy.
11-18-2009, 08:15 AM
#93
Gets Weekends Off
Joined APC: Feb 2008
Position: Professional Expat
Posts: 326
11-18-2009, 09:06 AM
#94
Gets Weekends Off
Joined APC: May 2006
Position: WB Bunkie
Posts: 1,246
You never go full retard...
Tell me exactly how one regional replacing another regional's lift "undercuts" the mainline any more than previously done? Don't get me wrong - I'd like UAL to recapture small jet flying just as much as anybody else, but IT AINT GONNA HAPPEN without 1. significant, unified labor action, 2. a major change in management attitude, and 3. additional UAL ALPA concessions to recapture that scope which has already been sold/given away/taken/otherwise lost.
And other than payrates, from what I hear from friends who work at UAL (or worked there until their furlough), XJT has better workrules than UAL's narrowbody pilots enjoy.
Tell me exactly how one regional replacing another regional's lift "undercuts" the mainline any more than previously done? Don't get me wrong - I'd like UAL to recapture small jet flying just as much as anybody else, but IT AINT GONNA HAPPEN without 1. significant, unified labor action, 2. a major change in management attitude, and 3. additional UAL ALPA concessions to recapture that scope which has already been sold/given away/taken/otherwise lost.
And other than payrates, from what I hear from friends who work at UAL (or worked there until their furlough), XJT has better workrules than UAL's narrowbody pilots enjoy.
DISCLAIMER, the following is pure speculation. I think the biggest obstacle United pilots will face in trying to fly 90 seat A/C is SkyWest management. I believe our management is testing the waters with their agreement with AirTran in regards to a "you sell the tickets and we'll operate our own codeshare flights" type of arrangement. It is my personal believe that our COO sees our future growth in the 100 seat market as a codeshare partner rather than a regional affiliate.
I'm not sure how to stop this new trend in the regional industry, but I think its already well under way.
11-18-2009, 09:12 AM
#95
Banned
Joined APC: Jan 2006
Position: A-320
Posts: 6,929
FWIW boiler I think the United pilots are working on getting mainline flying on 90 seaters. They wouldn't have to renegotiate their scope agreements for this because I believe 66 seats is currently their max.
DISCLAIMER, the following is pure speculation. I think the biggest obstacle United pilots will face in trying to fly 90 seat A/C is SkyWest management. I believe our management is testing the waters with their agreement with AirTran in regards to a "you sell the tickets and we'll operate our own codeshare flights" type of arrangement. It is my personal believe that our COO sees our future growth in the 100 seat market as a codeshare partner rather than a regional affiliate.
I'm not sure how to stop this new trend in the regional industry, but I think its already well under way.
DISCLAIMER, the following is pure speculation. I think the biggest obstacle United pilots will face in trying to fly 90 seat A/C is SkyWest management. I believe our management is testing the waters with their agreement with AirTran in regards to a "you sell the tickets and we'll operate our own codeshare flights" type of arrangement. It is my personal believe that our COO sees our future growth in the 100 seat market as a codeshare partner rather than a regional affiliate.
I'm not sure how to stop this new trend in the regional industry, but I think its already well under way.
11-18-2009, 09:16 AM
#96
Gets Weekends Off
Joined APC: Aug 2008
Position: Moving backwards
Posts: 220
11-18-2009, 10:43 AM
#98
The NeverEnding Story
Joined APC: Sep 2005
Posts: 7,611
1-K-10 "Feeder Carrier" means a Domestic Air Carrier that,
when engaged in code sharing with the Company:
1-K-10-a Does not operate any aircraft that utilizes an
engine with an external propeller ("Turbo/Prop Aircraft")
other than Turbo/Prop Aircraft that are certificated for
seventy-eight (78) or fewer seats and have a maximum
permitted gross takeoff weight of less than seventy-five
thousand (75,000) pounds; and
1-K-10-b Does not operate any aircraft that utilizes a
turbine-driven engine without an external propeller ("Jet
Aircraft"), other than Small Jets
1-K-22 "Small Jets" means (a) Jet Aircraft that are
certificated in the United States of America for seventy (70)
or fewer seats and a maximum permitted gross takeoff weight
of less than eighty thousand (80,000) pounds and (b) up to
eighteen (18) specific aircraft with certificated seating
capacity in excess of seventy (70) seats operated by Feeder
Carrier Air Wisconsin Airlines Corp. ("AWAC"). These
eighteen aircraft are identified as the "AWAC Quota".
Currently, the AWAC Quota is filled by BAe-146 aircraft with
the following tail numbers: N463AP, N179US, N181US,
N183US, N606AW, N607AW, N608AW, N609AW, N610AW,
N611AW, N612AW, N614AW, N615AW, N616AW, N290UE,
N291UE, N292UE, and N156TR. AWAC may replace any
aircraft within the AWAC Quota with: (i) any other BAe-146 or
AVRO 85 aircraft each with no more passenger seats than
were carried in the actual operation of the replaced aircraft,
or (ii) any other aircraft with a maximum certificated seating
capacity in the United States of eighty-five (85) seats and a
maximum certificated gross takeoff weight in the United
States of up to ninety thousand (90,000) pounds.
when engaged in code sharing with the Company:
1-K-10-a Does not operate any aircraft that utilizes an
engine with an external propeller ("Turbo/Prop Aircraft")
other than Turbo/Prop Aircraft that are certificated for
seventy-eight (78) or fewer seats and have a maximum
permitted gross takeoff weight of less than seventy-five
thousand (75,000) pounds; and
1-K-10-b Does not operate any aircraft that utilizes a
turbine-driven engine without an external propeller ("Jet
Aircraft"), other than Small Jets
1-K-22 "Small Jets" means (a) Jet Aircraft that are
certificated in the United States of America for seventy (70)
or fewer seats and a maximum permitted gross takeoff weight
of less than eighty thousand (80,000) pounds and (b) up to
eighteen (18) specific aircraft with certificated seating
capacity in excess of seventy (70) seats operated by Feeder
Carrier Air Wisconsin Airlines Corp. ("AWAC"). These
eighteen aircraft are identified as the "AWAC Quota".
Currently, the AWAC Quota is filled by BAe-146 aircraft with
the following tail numbers: N463AP, N179US, N181US,
N183US, N606AW, N607AW, N608AW, N609AW, N610AW,
N611AW, N612AW, N614AW, N615AW, N616AW, N290UE,
N291UE, N292UE, and N156TR. AWAC may replace any
aircraft within the AWAC Quota with: (i) any other BAe-146 or
AVRO 85 aircraft each with no more passenger seats than
were carried in the actual operation of the replaced aircraft,
or (ii) any other aircraft with a maximum certificated seating
capacity in the United States of eighty-five (85) seats and a
maximum certificated gross takeoff weight in the United
States of up to ninety thousand (90,000) pounds.
11-18-2009, 12:17 PM
#99
Gets Weekends Off
Joined APC: May 2006
Position: WB Bunkie
Posts: 1,246
I'm truly glad for that, but regionals are finding loopholes. These are dynamic times and I think the airline landscape may be quite different in 5 years. Just look at what regionals were five years ago vs their respective present day sizes.
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