Vacancy 23-01V
09-27-2022, 06:56 AM
#81
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Joined APC: Aug 2008
Position: 787 Captain
Posts: 1,512
Seniority is over 15000 now, with 138 deliveries next year and 350 for 2024 (obviously not all growth but even at a 1/4 growth that’s huge numbers. You’re adding 2000 odd pilots if that’s a quarter growth. Now we just need the music to keep playing. Despite economic indications I am optimistic, it’s a rush to get as many pilots as possible before the regionals implode. It’s about 2025 at this point, not end of this year. I think we will have TA2 in short order to accommodate the training needs
09-27-2022, 08:21 AM
#82
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Joined APC: Jul 2022
Position: 787 FO
Posts: 704
The United Next plan is unprecedented at United and is based on strengthening the chronically underdeveloped UA domestic network and hubs. Will it work? Who knows, but it offers us an enormous amount of leverage as long as Kirby is determined to make it a reality. From everything I have seen he is quite determined.
09-27-2022, 09:35 AM
#83
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Joined APC: Apr 2015
Posts: 2,586
Not UA. As AxlF16 said, Steve Forte predicted 15,000 pilots based on nothing pre-9/11 I believe.
The United Next plan is unprecedented at United and is based on strengthening the chronically underdeveloped UA domestic network and hubs. Will it work? Who knows, but it offers us an enormous amount of leverage as long as Kirby is determined to make it a reality. From everything I have seen he is quite determined.
The United Next plan is unprecedented at United and is based on strengthening the chronically underdeveloped UA domestic network and hubs. Will it work? Who knows, but it offers us an enormous amount of leverage as long as Kirby is determined to make it a reality. From everything I have seen he is quite determined.
09-27-2022, 10:20 AM
#84
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Joined APC: Apr 2008
Posts: 1,808
Simesk was CEO alongside Tilton during the CAL/UAL merger which was heralded as “a no overlap” route structure combination. It’s true that to pass DOJ antitrust scrutiny, some routes were divested.
UAL pilots got shafted on the pre-merger 737 fleet shutdown and were frozen out of the west coast. But overall, I’m interested in hearing more about how the domestic route structure was torn down. CAL pilots got full access to the west coast, UAL pilots got to bid CLE and EWR. I mean a win win, right?
09-27-2022, 10:46 AM
#85
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Joined APC: Apr 2015
Posts: 2,586
Explain that.
Simesk was CEO alongside Tilton during the CAL/UAL merger which was heralded as “a no overlap” route structure combination. It’s true that to pass DOJ antitrust scrutiny, some routes were divested.
UAL pilots got shafted on the pre-merger 737 fleet shutdown and were frozen out of the west coast. But overall, I’m interested in hearing more about how the domestic route structure was torn down. CAL pilots got full access to the west coast, UAL pilots got to bid CLE and EWR. I mean a win win, right?
Simesk was CEO alongside Tilton during the CAL/UAL merger which was heralded as “a no overlap” route structure combination. It’s true that to pass DOJ antitrust scrutiny, some routes were divested.
UAL pilots got shafted on the pre-merger 737 fleet shutdown and were frozen out of the west coast. But overall, I’m interested in hearing more about how the domestic route structure was torn down. CAL pilots got full access to the west coast, UAL pilots got to bid CLE and EWR. I mean a win win, right?
It’s in my opinion that United, should held onto those 757 PWs a bit longer to shore up the domestic network and taken a more aggressive approach to increased mainline capacity domestically after the merger. The network needed it then, I am glad that Scott sees it now….
09-27-2022, 11:28 AM
#86
Gets Weekends Off
Joined APC: Sep 2012
Posts: 511
Explain that.
Simesk was CEO alongside Tilton during the CAL/UAL merger which was heralded as “a no overlap” route structure combination. It’s true that to pass DOJ antitrust scrutiny, some routes were divested.
UAL pilots got shafted on the pre-merger 737 fleet shutdown and were frozen out of the west coast. But overall, I’m interested in hearing more about how the domestic route structure was torn down. CAL pilots got full access to the west coast, UAL pilots got to bid CLE and EWR. I mean a win win, right?
Simesk was CEO alongside Tilton during the CAL/UAL merger which was heralded as “a no overlap” route structure combination. It’s true that to pass DOJ antitrust scrutiny, some routes were divested.
UAL pilots got shafted on the pre-merger 737 fleet shutdown and were frozen out of the west coast. But overall, I’m interested in hearing more about how the domestic route structure was torn down. CAL pilots got full access to the west coast, UAL pilots got to bid CLE and EWR. I mean a win win, right?
09-27-2022, 12:30 PM
#88
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Joined APC: Apr 2008
Posts: 1,808
Because after the UA/CO merger, Jeff pushed for capacity discipline across the network, parking the 752 PWs didn’t help, and relying heavily on 50 seat RJs to round the network out. Jeff believed that domestic market wasn’t important and wanted to focus on the international market. During this time, Delta was increasing mainline capacity domestically, decreasing their RJ count which resulted in leading the industry in RASM on domestic segments.
09-27-2022, 12:45 PM
#89
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Joined APC: Apr 2015
Posts: 2,586
All good points and illustrates the difference between a management team that truly wants to run an airline and one that's just trying to make a direct path to the golden parachute. I expect management to pay us what we're worth, or more accurately, to have a union that can compel them to do so. Despite all the recent turmoil, I hope we don't lose track of what management is trying to do. It's not perfect but after 8 CEOs it's the most encouraging direction yet.
09-27-2022, 12:46 PM
#90
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Joined APC: Sep 2006
Posts: 621
CAL did have an LAX base, but it was closed about two decades before the merger. CAL brought EWR and IAH, as well as CLE and GUM. UAL brought ORD, IAD, DEN, SFO, and LAX. Of those, I would only consider only EWR, ORD, IAH, DEN, and SFO to be be massive hubs.
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