DashTrash

Any relaxing of Scope whether it's on the regional side or the JV side, is an automatic "NO" vote from me. I don't care if the FO pay scale tops out at $300+ and hour. There is a reason our Scope section is the first section in the UPA.

dawgdriver

Yes, same guy that was the NWA Tech Ops SVP during the 2005 AMFA strike and subsequent lockout of every NWA mechanic. http://www.nytimes.com/2005/08/26/bu...rmanently.html

He left shortly after the DAL-NWA merger when, like many senior-level managers, was faced with a demotion and accepted the senior VP of maintenance and operations offer at Allegiant. Not blaming him specifically or entirely, but Allegiant has never been known for it's stellar maintenance record; quite the contrary, more often it has made headlines over jaw-dropping maintenance issues. (Google allegiant, better grab a snickers). To say however that the head of maintenance had no part would be naive.

On the ops front, having zero Ops experience, he brought with him a former NWA CP to be his OPS VP; he was later terminated for, among many other other blunders like a severely flawed PBS system, and single-handedly creating the Fargo fuel emergency. http://www.tampabay.com/news/busines...rgency/2238936.

Classic NWA labor tactics led to labor unrest and IBT teamsters replacing the in-house, along with a litany of legal battles and a near strike.

Flytolive

Tech Ops folks don't generally dictate labor strategy, but it is always good to know more about who is in our management.

Bauer was the SVP of Tech Ops at Delta AFTER the merger, but since you know, why exactly was he going to be demoted and to what position?These incidents happened over a year after he left Allegiant, but thanks for your perspective nonetheless.

dawgdriver

My pleasure.

To say a Tech Ops SVP is not at least somewhat involved in the strategy to replace an entire labor group directly under his command would be a stretch.

As to your other question, it's not public knowledge what senior level inner workings were present that caused him to uproot a family and leave a highly lucrative and secure SVP position at the country's premier legacy to go to an underpaid fledgling long shot of an airline that was still struggling to find its way. The 'merger' created a lot of management overlap that subsequently ruffled a lot of former NWA feathers. Another merger casualty resulted in the 'availability' and selection of his Ops VP. The incident involving the Fargo fuel emergency was actually flown by this same former NWA (CP) associate, the Allegiant VP of Ops who was subsequently terminated.

The maintenance issues faced by Allegiant date back to its beginnings and mirror many of the same issues that tragically ended ValuJet, an airline that coincidently run by Allegiant's founder and current CEO. http://www.tampabay.com/news/busines...alujet/2307005

Again, not blaming the SVP of maintenance entirely, but to say he's completely blameless would be reaching.

And if you're interested in knowing more about new additions to your management, google your new CFO and his former ties to Frank Lorenzo's Savoy Capital. You might also google his ties to ValuJet.

To be fair, these personnel changes might be good for UAL's future from a business standpoint. These are by no means inexperienced choices, but they are VERY different from those UAL has had in the past. That might be a good thing. I'm just a pilot and see things from a different perspective than a shareholder, CEO or accountant. What's good for UAL's stock price might not align with what's good for its pilots. It's an increasingly competitive and hostile business and UAL is making aggressive moves to adapt. Best of luck, sincerely.

popcorn

According to my friends at allegiant, he was asked to leave or be fired because of the well known "issues" over there, which the FAA threw a fit about during their audit. And yes, he and his NWA buddies were a total disaster for both maintenance and labor relations. So of course he scores a position at United. Got to love how this industry recycles management garbage.

horrido27

My point is not that the New Hires [should rephrase that... Post Merger Hires (PMH)] would outnumber the Legacy Pilots.. they may outnumber the Legacy Continental Pilots. Which means they (PMH) will have a different outlook/need vs LCAL group.

My point is that if the bottom/PMH group is dangled a carrot, maybe they would bite. If they are at United, they might not be worried about those at the Regionals and if that carrot is job protection with a pay raise..
Why would PMH's (some who might be on 5-7yr pay) be worried about someone at a commuter who wasn't even flying when the PMH got hired here?!

PMH would 'not be chopped' if the extension had protections in it. Worse case scenario would be a 2018/2019 hire being stuck at the bottom for a long time.
And you are correct, the majority of the pilot group that is 60+ or close to their retirement date would probably agree to shifting scope. Seen it before.
Take the money and run.
Hence why I say- if the company doesn't have a goal of having a 100seater at mainline, then their other goal is to have a 100 seater (configured to 12/88) flown by Express.

Time will tell. I was (happily) wrong about the Delta Snap Up. I'll admit that. Figured we wouldn't see a raise based on the complex formula.
But we should be honest.. we shifted scope back in 2012. So did Delta.
Never say Never.

Always
Motch

PS> Anyone else get a text about the Howards meeting at TK today?

Half wing

Thanks for the clarification. I agree.

atpcliff

I try to fly DAL as much as I can, domestically. The #1 reason is because of the mainline aircraft, vs. the non-E-175 RJs. The #2 reason is I don't have to fly through ORD. If I can, I even fly DAL two legs into ORD, to avoid a non-stop AA/UAL flight into ORD.

worstpilotever

Nobody cares cliff

bigfatdaddy

We very much appreciate you staying away from us Cliff. 😂😂😂