I cannot for the life of me get my login to work on the hub. I wrote a question to corporate communications about inflight and I was wondering if someone could either post or send me the FAQs from this week. I want to see if they published my question! Thanks for any help!
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legacy-to-LCC
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Q. Last week, you said that ATH isn’t able to issue tickets. And while I agree that travelers should plan well in advance for international travel, I believe part of your explanation was, at best, poorly researched and at worst a deliberate misrepresentation of the issues in ATH and why all ticketing transactions, both revenue and non-revenue, are impossible there. Can you please clarify the real reasons why ATH can’t ticket?
A. First, we apologize for issuing what may have appeared to be an incomplete answer. We addressed the question at hand and advised employees that they shouldn’t plan to have non-rev tickets issued in ATH. But, we’ve since learned additional details – the “why†– from Tim Lorenzen, senior analyst, airport services, international.
Tim, whose responsibilities include supporting international station openings, was at the ATH opening this spring. He explained that US Airways did not open a “branch office†in Greece, which is usual practice when a U.S. company intends to do business overseas. Among other challenges, this created restrictions for issuing tickets and collecting money.
Senior Manager Customer Service, Europe Andy Kynoch provided an update saying, “We managed to come to an arrangement with LOT Polish Airlines to sell revenue tickets via their paper, but cannot issue non rev or ZED fares for employee travelers.â€
Again, we apologize if we implied that the ATH station’s inability to issue tickets is in any way a deficiency on the part of its employees. On the contrary, it’s an issue of international commerce legalities and was an oversight among the countless of “to do†tasks leading up to the station’s opening.
Q. Why are we keeping Sabre at all? We got rid of the reservations part, so why keep the part that is for Central Load Planning (CLP)? I hear that it cost us $45 million/yr for Sabre, but only $11 million for Mapper? Going to that is really displacing those employees that are weight and balance qualified.
A. Chief Information Officer Joe Beery said, “CLP is tied to the flight dispatch system FOS more than it is tied to the reservations system. FOS was the system of choice because it can scale to meet the needs of the larger airline.â€
Q. I’ve always been of the impression that the four-hour bag check-in time limit was set by the airline, but recently we had TSA trying to check bags more than four hours early as a test. Can you provide any clarification?
A. The four-hour limitation is set by US Airways and there is no governmental directive. We set it at four hours primarily because larger stations do not have the facilities to store future bank flights, says John Romantic, manager of process planning for Airport Customer Service.
Q. I’ve been looking up potential flights to international cities we fly to and I’ve noticed that we don’t fly to all international cities every day, which makes sense due to cost. Is there a file or a book available that has our complete flight schedule so people know what days we fly from PHL to GLA or LAS to HNL etc. and what time of year? Southwest has a book and it is very helpful.
A. Unfortunately no. In fact, WN is the only airline that still publishes a timetables booklet. But, we do have a PDF version of timetables, a PC Desktop Timetable Tool and a few other nifty schedule instruments available at http://www.usairways.com/awa/content/trave...timetables.aspx. That said, some smaller airports publish timetables just concerning their airport.
Q. I understand that short connection times were a large part of America West’s business plan, however now that many of our flights are in the Northeast, where we deal with weather and traffic issues regularly, are there any plans to expand the connection times?
A. This obviously doesn’t speak for every turn time, but we are seeing some extensions to flight days, meaning the aircraft are flying longer into the night to stretch out the schedule a bit – particularly extending turn times in hubs and to allow a little more “room for error.â€
Q. The last article I read about replacing aircraft stated that US Airways mainline would fly no more aircraft a decade from now than they do right now. No growth? How can we afford not to grow when the traveling public is increasing exponentially? Those passengers have to fly on somebody! Is Express the only arm of this operation that is allowed to grow?
A. Dan Cravens, manager of Investor Relations, said, “You are correct that the recent aircraft order announced by US Airways will be used to replace older generation aircraft and that US Airways is not growing domestically. However, as President Scott Kirby stated on our most recent earnings call, US Airways is the fastest growing major international airline in the US. The fact is that our industry remains highly fragmented with too much capacity flying domestically. When industry capacity growth exceeds demand, fares have to decline, which is not good for business. So, it’s not that we are opposed to growth, but we must grow only where it makes economic sense – in other words, focus on profitable growth. US Airways will continue to grow internationally – Athens, Brussels, and Zurich in 2007, application for service to China in 2009, and others will likely come. It is prudent to include growth in our future plans, but since we’re not in the business of flying empty seats, we have to do it wisely.
Q. I recently non-revved on a flight operated by Republic Airlines. On the flight, they requested the window shades to be open for takeoff and landing. Why is this and why do mainline flights not follow this procedure?
A. Republic tells us that this stems from procedures written into their FAA-approved manuals. Leaving the window shades open increases visibility of the aircraft exterior, which would help flight crews and passengers know which exits, if any, should be avoided due to fire etc. in the event of an emergency evacuation. While many other airlines don’t have this procedure, Republic’s three airlines (Republic Airlines and Chautauqua Airlines—both US Airways Express carriers—as well as Shuttle America) have this as part of their operating certificates. Yet another example of the many operating nuances you’ll find from carrier to carrier.
Right on Schedule
Scheduling Question of the Week with Mike Britman
Q. Flights between PHX and SLC are always overbooked. Are the plans to add more flights for this market?
A. There are no current plans to add more flights in the SLC-PHX market. We currently have six round trip flights per day in the market, which connect to the primary East departure banks in PHX. However, we continuously adjust our network by evaluating the number of frequencies and average gauge to better align capacity with demand on a network basis. We run high load factors in our entire network (85%+ summer, 81% year round), and thus, load factors alone are not the metric we use to adjust capacity levels. We determine capacity levels based on expected network profitability which is revenue (fare x passengers) less costs relative to other market opportunities.
A. First, we apologize for issuing what may have appeared to be an incomplete answer. We addressed the question at hand and advised employees that they shouldn’t plan to have non-rev tickets issued in ATH. But, we’ve since learned additional details – the “why†– from Tim Lorenzen, senior analyst, airport services, international.
Tim, whose responsibilities include supporting international station openings, was at the ATH opening this spring. He explained that US Airways did not open a “branch office†in Greece, which is usual practice when a U.S. company intends to do business overseas. Among other challenges, this created restrictions for issuing tickets and collecting money.
Senior Manager Customer Service, Europe Andy Kynoch provided an update saying, “We managed to come to an arrangement with LOT Polish Airlines to sell revenue tickets via their paper, but cannot issue non rev or ZED fares for employee travelers.â€
Again, we apologize if we implied that the ATH station’s inability to issue tickets is in any way a deficiency on the part of its employees. On the contrary, it’s an issue of international commerce legalities and was an oversight among the countless of “to do†tasks leading up to the station’s opening.
Q. Why are we keeping Sabre at all? We got rid of the reservations part, so why keep the part that is for Central Load Planning (CLP)? I hear that it cost us $45 million/yr for Sabre, but only $11 million for Mapper? Going to that is really displacing those employees that are weight and balance qualified.
A. Chief Information Officer Joe Beery said, “CLP is tied to the flight dispatch system FOS more than it is tied to the reservations system. FOS was the system of choice because it can scale to meet the needs of the larger airline.â€
Q. I’ve always been of the impression that the four-hour bag check-in time limit was set by the airline, but recently we had TSA trying to check bags more than four hours early as a test. Can you provide any clarification?
A. The four-hour limitation is set by US Airways and there is no governmental directive. We set it at four hours primarily because larger stations do not have the facilities to store future bank flights, says John Romantic, manager of process planning for Airport Customer Service.
Q. I’ve been looking up potential flights to international cities we fly to and I’ve noticed that we don’t fly to all international cities every day, which makes sense due to cost. Is there a file or a book available that has our complete flight schedule so people know what days we fly from PHL to GLA or LAS to HNL etc. and what time of year? Southwest has a book and it is very helpful.
A. Unfortunately no. In fact, WN is the only airline that still publishes a timetables booklet. But, we do have a PDF version of timetables, a PC Desktop Timetable Tool and a few other nifty schedule instruments available at http://www.usairways.com/awa/content/trave...timetables.aspx. That said, some smaller airports publish timetables just concerning their airport.
Q. I understand that short connection times were a large part of America West’s business plan, however now that many of our flights are in the Northeast, where we deal with weather and traffic issues regularly, are there any plans to expand the connection times?
A. This obviously doesn’t speak for every turn time, but we are seeing some extensions to flight days, meaning the aircraft are flying longer into the night to stretch out the schedule a bit – particularly extending turn times in hubs and to allow a little more “room for error.â€
Q. The last article I read about replacing aircraft stated that US Airways mainline would fly no more aircraft a decade from now than they do right now. No growth? How can we afford not to grow when the traveling public is increasing exponentially? Those passengers have to fly on somebody! Is Express the only arm of this operation that is allowed to grow?
A. Dan Cravens, manager of Investor Relations, said, “You are correct that the recent aircraft order announced by US Airways will be used to replace older generation aircraft and that US Airways is not growing domestically. However, as President Scott Kirby stated on our most recent earnings call, US Airways is the fastest growing major international airline in the US. The fact is that our industry remains highly fragmented with too much capacity flying domestically. When industry capacity growth exceeds demand, fares have to decline, which is not good for business. So, it’s not that we are opposed to growth, but we must grow only where it makes economic sense – in other words, focus on profitable growth. US Airways will continue to grow internationally – Athens, Brussels, and Zurich in 2007, application for service to China in 2009, and others will likely come. It is prudent to include growth in our future plans, but since we’re not in the business of flying empty seats, we have to do it wisely.
Q. I recently non-revved on a flight operated by Republic Airlines. On the flight, they requested the window shades to be open for takeoff and landing. Why is this and why do mainline flights not follow this procedure?
A. Republic tells us that this stems from procedures written into their FAA-approved manuals. Leaving the window shades open increases visibility of the aircraft exterior, which would help flight crews and passengers know which exits, if any, should be avoided due to fire etc. in the event of an emergency evacuation. While many other airlines don’t have this procedure, Republic’s three airlines (Republic Airlines and Chautauqua Airlines—both US Airways Express carriers—as well as Shuttle America) have this as part of their operating certificates. Yet another example of the many operating nuances you’ll find from carrier to carrier.
Right on Schedule
Scheduling Question of the Week with Mike Britman
Q. Flights between PHX and SLC are always overbooked. Are the plans to add more flights for this market?
A. There are no current plans to add more flights in the SLC-PHX market. We currently have six round trip flights per day in the market, which connect to the primary East departure banks in PHX. However, we continuously adjust our network by evaluating the number of frequencies and average gauge to better align capacity with demand on a network basis. We run high load factors in our entire network (85%+ summer, 81% year round), and thus, load factors alone are not the metric we use to adjust capacity levels. We determine capacity levels based on expected network profitability which is revenue (fare x passengers) less costs relative to other market opportunities.
Another chinsy move. What other Euro cities does US not have a branch office in? How are CUSTOMERS supposed to know that they can't get a ticket issued in person if they have a non-standard travel need? Or is everyone in Greece expected to have an internet connection and just book them online?
:blink: :blink:
This UNBELIEVABLE...no sales or ticketing office in Greec!. Why doesnt US just get the hell of out Europe- u guys dont have a clue how to DO international. Say what you want, but when Wolfe and Gangwal were around this would NEVER have happened. I guess thats what happens when BubbaBudweiser AW is running the show. I just hope US gets bought out SOON! Im so ashamed to have worked for them for over 25 years...For shame TEMPE- you are a mess!
L
luvn737s
Guest
Well, 2 years ago, they were well on their way out of the US market as well - permanently.
perserverance
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FAQs for September 6, 2007
Searching for something in particular? Hold down the Control key (Ctrl) and click the "F" key on your keyboard to pop up the Find box in your browser. Type in the keyword you're looking for and click the "Find Next" button. If it's on the page, it'll bring you to the word and highlight it for you.
In the Hat Trick letter, what’s the difference in numbers used for enplanements? There is quite a variance between the numbers used for complaints and baggage. Some of the numbers differ by more than a million passengers.
Director, Operations Planning and Analysis Richard Schacht clarified this confusing one up for About US. Basically, DOT uses different categories of customers to measure each of these categories, so the numbers will differ. For example, for the DOT complaint category, DOT uses domestic, international and charter revenue enplanements. But to calculate baggage numbers, DOT just uses total domestic enplaned passengers on revenue flights (includes revenue and non-revenue passengers). Those are DOT’s standards, and it’s why the numbers differ. (BTW, an enplanement is a boarded passenger, excluding through passengers_.
I have heard rumors that we will continue to use two separate call signs, even after we are on one certificate. Is this true? And if so, why?
It’s true. Managing Director, Flight Operations Lyle Hogg explained: “There is too much going on to add to the many possible distractions our pilots face at this point in time. When the time is right we will address the call sign issue for the combined carrier.†FAA is allowing us to continue using two separate call signs in the short term.
What’s the status of gate readers?
Here’s good news: The capital plan for 2008 will include gate readers in key stations that don’t currently have them. Manager of Process Planning for Airport Customer Service John Romantic says America West had prototype gate readers (the ones in East cities today) before the merger. Installation has been delayed due to all resources required for the merger, but we’re on track to put them in key former HP stations next year.
Is there a way we can bring the option to purchase an ED20 back onto theHub? If we try to purchase one at the ATO or Res, we’re charged the applicable ticket fee (either $10 or $25). What sense does it make to take the discount if we only have to pay an additional fee?
Pass Bureau Manager Sharon Roberson says we discontinued the ED20 online option at the time that the old usairways.com website was decommissioned, opting instead to have those reservations go through the pass line. But Sharon’s reconsidering: “supporting that functionality in our consumer website is very costly but I’m asking our IT department to look at the viability of it again, just to make sure it was the right decision,†she said. In the meantime, she’s asked Reservations management to remind the pass travel agents that no ticketing fee applies to employees or family calling to arrange ED20 tickets, since that is the only option available for non-revs.
Why was my non-revving daughter given a hard time for wearing shorts and flip-flops on a TUS-PHX flight? She is 16 and was not improperly dressed – there was nothing “revealing†or sloppy. She’s never been stopped before, so why now, when it’s 110 degrees in PHX?
The pass bureau reminds us that shorts simply aren’t part of the Mesa non-rev dress code and they operate the service between TUS and PHX. Hot as it may be in Phoenix, the agents in TUS were simply following procedure.
During the restructuring of the airline, the DCA slots were sold along with the EMB-170 aircraft. Is US Airways planning on buying back the slot or aircraft or both?
Director of Route Strategy Jason Reisinger said that, at this time, US Airways has no plans to buy back either the E170s or slots at DCA. Plans such as these would be announced publicly and to employees if they were in the pipeline.
Right on Schedule
I read in a recent issue of About US, that there is concern regarding the number of flights between PHX and SLC. I'm wondering why there is no nonstop service between CLT and SLC. Recently Delta began nonstop service between the two cities, and since CLT is a major hub for US, why haven't we done this?
There are no current plans to add nonstop CLT-SLC service, but the benefit of the merger allows us to provide connecting service via the PHX hub. SLC was one of the transcon markets that we analyzed for potential service this past summer. However, we added CLT-PDX nonstop service instead because the revenue potential for PDX was much stronger than SLC. For next summer, we will continue to evaluate other potential new transcon markets to add non-stop from the CLT hub.
Ever since Southwest started flying from Las Vegas to Denver, we have cut out all of our flights to Denver. Why? Southwest, Frontier, and United are always full. It seems to make sense to keep some level of service between two major city pairs (even RJ's) for our customers so they don't have to always connect through Phoenix.
The increased capacity in the LAS-DEN market reduced the average fares by roughly 50% from $120 to $70 which in turn stimulated the market size. Thus, Southwest, Frontier, and United are all running full flights, but with lower revenue than before. With the reduction in average fares, the route was no longer profitable for US, and we were able to redeploy the aircraft to more profitable opportunities.
Searching for something in particular? Hold down the Control key (Ctrl) and click the "F" key on your keyboard to pop up the Find box in your browser. Type in the keyword you're looking for and click the "Find Next" button. If it's on the page, it'll bring you to the word and highlight it for you.
In the Hat Trick letter, what’s the difference in numbers used for enplanements? There is quite a variance between the numbers used for complaints and baggage. Some of the numbers differ by more than a million passengers.
Director, Operations Planning and Analysis Richard Schacht clarified this confusing one up for About US. Basically, DOT uses different categories of customers to measure each of these categories, so the numbers will differ. For example, for the DOT complaint category, DOT uses domestic, international and charter revenue enplanements. But to calculate baggage numbers, DOT just uses total domestic enplaned passengers on revenue flights (includes revenue and non-revenue passengers). Those are DOT’s standards, and it’s why the numbers differ. (BTW, an enplanement is a boarded passenger, excluding through passengers_.
I have heard rumors that we will continue to use two separate call signs, even after we are on one certificate. Is this true? And if so, why?
It’s true. Managing Director, Flight Operations Lyle Hogg explained: “There is too much going on to add to the many possible distractions our pilots face at this point in time. When the time is right we will address the call sign issue for the combined carrier.†FAA is allowing us to continue using two separate call signs in the short term.
What’s the status of gate readers?
Here’s good news: The capital plan for 2008 will include gate readers in key stations that don’t currently have them. Manager of Process Planning for Airport Customer Service John Romantic says America West had prototype gate readers (the ones in East cities today) before the merger. Installation has been delayed due to all resources required for the merger, but we’re on track to put them in key former HP stations next year.
Is there a way we can bring the option to purchase an ED20 back onto theHub? If we try to purchase one at the ATO or Res, we’re charged the applicable ticket fee (either $10 or $25). What sense does it make to take the discount if we only have to pay an additional fee?
Pass Bureau Manager Sharon Roberson says we discontinued the ED20 online option at the time that the old usairways.com website was decommissioned, opting instead to have those reservations go through the pass line. But Sharon’s reconsidering: “supporting that functionality in our consumer website is very costly but I’m asking our IT department to look at the viability of it again, just to make sure it was the right decision,†she said. In the meantime, she’s asked Reservations management to remind the pass travel agents that no ticketing fee applies to employees or family calling to arrange ED20 tickets, since that is the only option available for non-revs.
Why was my non-revving daughter given a hard time for wearing shorts and flip-flops on a TUS-PHX flight? She is 16 and was not improperly dressed – there was nothing “revealing†or sloppy. She’s never been stopped before, so why now, when it’s 110 degrees in PHX?
The pass bureau reminds us that shorts simply aren’t part of the Mesa non-rev dress code and they operate the service between TUS and PHX. Hot as it may be in Phoenix, the agents in TUS were simply following procedure.
During the restructuring of the airline, the DCA slots were sold along with the EMB-170 aircraft. Is US Airways planning on buying back the slot or aircraft or both?
Director of Route Strategy Jason Reisinger said that, at this time, US Airways has no plans to buy back either the E170s or slots at DCA. Plans such as these would be announced publicly and to employees if they were in the pipeline.
Right on Schedule
I read in a recent issue of About US, that there is concern regarding the number of flights between PHX and SLC. I'm wondering why there is no nonstop service between CLT and SLC. Recently Delta began nonstop service between the two cities, and since CLT is a major hub for US, why haven't we done this?
There are no current plans to add nonstop CLT-SLC service, but the benefit of the merger allows us to provide connecting service via the PHX hub. SLC was one of the transcon markets that we analyzed for potential service this past summer. However, we added CLT-PDX nonstop service instead because the revenue potential for PDX was much stronger than SLC. For next summer, we will continue to evaluate other potential new transcon markets to add non-stop from the CLT hub.
Ever since Southwest started flying from Las Vegas to Denver, we have cut out all of our flights to Denver. Why? Southwest, Frontier, and United are always full. It seems to make sense to keep some level of service between two major city pairs (even RJ's) for our customers so they don't have to always connect through Phoenix.
The increased capacity in the LAS-DEN market reduced the average fares by roughly 50% from $120 to $70 which in turn stimulated the market size. Thus, Southwest, Frontier, and United are all running full flights, but with lower revenue than before. With the reduction in average fares, the route was no longer profitable for US, and we were able to redeploy the aircraft to more profitable opportunities.
This is Andrea Rader in Corp Comm -- what was your question? We'll try to get it answered for you...
ANd how long have you had the login problem?
You can email me direct at andrea.rader@usairways.com -- probably best since I'm driving my daughter to college tomorrow <weeping>, and will have my blackberry but not my computer...
Thanks.
-Andrea Rader
Can anyone post FAQ's for this week????
How many of you have sent in questions and weren't responded to? I'm wondering if they will ever respond to me. It was about 3 weeks ago (maybe more...I forgot) and no email and probably no publishing in the FAQs....has anyone's question gone completely un-answered?
How many of you have sent in questions and weren't responded to? I'm wondering if they will ever respond to me. It was about 3 weeks ago (maybe more...I forgot) and no email and probably no publishing in the FAQs....has anyone's question gone completely un-answered?
legacy-to-LCC
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Q. I noticed that Skywest Airlines is not on the new ZED list. I have a friend who works for Skywest and he they just renewed their agreement with US Airways. I also noticed that there are some registered guest flight benefits for the ZED list. This is great news. Should I expect to see some more registered guest flight benefits?
A. Wow. That’s fast. We did indeed just sign a combined ZED agreement for all employees with Skywest – but it was effective just last Thursday, so we’re updating the spreadsheet with that and other agreements signed last week. You should see new lists posts at least once a week for the next month or so, until we complete the integration of all pre-merger America West and US Airways agreements on the travel pages of awaCompass and theHub
There are a handful of agreements that include Registered Guests, but not all airlines acknowledge registered guests, so even though we ask every carrier, don’t look for widespread inclusion here.
Q. I'm just curious as to a question about a major pay foul-up. I'm a maintenance employee, and have been told it's not possible for a correction to be direct deposited into my account, that a live check must be cut and mailed/FedEx'd. I already have direct deposit, and it looks like with the risk of the check being misdelivered (which is exactly what happened) it would be much easier and simpler to just direct deposit the new replacement check. I'd really like for someone to explain this one!
A. Payroll explained that at this time with our current payroll system we can only offer direct deposit to checks that are generated through the normal payroll cycle. There are multiple steps that have to be taken for direct deposit as well as the file for direct deposit has to be sent to the bank three days before actual check date. Any off-cycle checks that need to be generated must be produced as a “live†check.
Q. I would like to get more information on the “Travel Like Customers†program scheduled to launch March 2008. I am very interested in this part-time position and would like to know how I can apply for one of these positions.
A. Kevin Jackson, managing director Consumer and Partnership Marketing, says, “Before we start the “Travel Like Customers†program, we’re going to conduct systemwide employee customer service training. We are trying to do that in the first quarter of 2008 (January through March), assuming the operational improvements continues. After training is complete, then we’ll launch the TLC program, in the second quarter.â€
Q’s from Crew News – Questions answered by President Scott Kirby at this week’s Crew News in PHX (watch the video on awaCompass and theHub)
Q. Are we removing a row of seats from coach on the A330?
A. We currently have no plans to remove a row of seats from coach on the A330. The cost of removing the row of seats outweighs the benefits of extra legroom for our coach customers. Most coach-paying customers base their ticket purchases on the lowest fare available, not the most legroom. We are researching ways to improve space/legroom in our coach product by decreasing seat recline and/or replacing headrests.
Q. How can we better prepare and plan our operation during irregular operations AND high loads?
A. We’re adding spare aircraft as well as scheduling our flying day 30 minutes longer to address irregular operations. Our new Chief Operating Officer Robert Isom has plans to implement new technologies to help during irregular operations so our ground staff is not as overwhelmed with long lines and angry customers (i.e. reservation help lines, desks, etc.). The introduction of Passenger Assistance Centers (PAC) in all of our hubs will also help. Improved Customer Relations processes will also help on the “back end†when our service is sub-par.
Q. When are we going to start flying internationally from PHX?
We are focusing our international expansion in PHL. We plan to build an international platform at PHL with over 30 international/Transoceanic flights (e.g. Tokyo, etc.). International/Transoceanic service in CLT will also increase. PHX will get 1-2 International/Transoceanic flights. PHX doesn’t have the customer base to fill Envoy Class (the bulk of our International revenue) as easily as PHL and CLT – both major business centers. Furthermore, the distance between PHX-Europe requires a 2-plane operation which further erodes yields.
Q. What’s being done about our unkempt a/c interiors?
A. Our board of directors has approved over $50 million in upgrades to our 757 and Airbus interiors. This is in addition to the 767 upgrades which have already begun. Justifying upgrades to our 737 interiors is a challenge since these aircraft are scheduled for retirement/replacement in the near future.
Right on Schedule
Q. I know that Delta pretty much has a corner on the Cincinnati (CVG) market, and as an employee working in LAS I try to visit relatives there frequently. We only have an ID90 agreement with Delta to fly them thus making it very expensive since CVG is one of the most expensive airports to fly into. When I try to fly I always have to connect in PHL or CLT, and then I have to fly either a 50- or 70-seat RJ. Many times it's extremely difficult to get to PHL or CLT, so my question is, are there ever going to be any non stop routes flying to CVG from either hubs in LAS or PHX?
A. There are no current plans to add nonstop service to CVG from either LAS or PHX. We continuously evaluate CVG as well as other markets for new nonstop service, but the CVG local market size to PHX/LAS is small relative to the supply of existing seats in the market
A. Wow. That’s fast. We did indeed just sign a combined ZED agreement for all employees with Skywest – but it was effective just last Thursday, so we’re updating the spreadsheet with that and other agreements signed last week. You should see new lists posts at least once a week for the next month or so, until we complete the integration of all pre-merger America West and US Airways agreements on the travel pages of awaCompass and theHub
There are a handful of agreements that include Registered Guests, but not all airlines acknowledge registered guests, so even though we ask every carrier, don’t look for widespread inclusion here.
Q. I'm just curious as to a question about a major pay foul-up. I'm a maintenance employee, and have been told it's not possible for a correction to be direct deposited into my account, that a live check must be cut and mailed/FedEx'd. I already have direct deposit, and it looks like with the risk of the check being misdelivered (which is exactly what happened) it would be much easier and simpler to just direct deposit the new replacement check. I'd really like for someone to explain this one!
A. Payroll explained that at this time with our current payroll system we can only offer direct deposit to checks that are generated through the normal payroll cycle. There are multiple steps that have to be taken for direct deposit as well as the file for direct deposit has to be sent to the bank three days before actual check date. Any off-cycle checks that need to be generated must be produced as a “live†check.
Q. I would like to get more information on the “Travel Like Customers†program scheduled to launch March 2008. I am very interested in this part-time position and would like to know how I can apply for one of these positions.
A. Kevin Jackson, managing director Consumer and Partnership Marketing, says, “Before we start the “Travel Like Customers†program, we’re going to conduct systemwide employee customer service training. We are trying to do that in the first quarter of 2008 (January through March), assuming the operational improvements continues. After training is complete, then we’ll launch the TLC program, in the second quarter.â€
Q’s from Crew News – Questions answered by President Scott Kirby at this week’s Crew News in PHX (watch the video on awaCompass and theHub)
Q. Are we removing a row of seats from coach on the A330?
A. We currently have no plans to remove a row of seats from coach on the A330. The cost of removing the row of seats outweighs the benefits of extra legroom for our coach customers. Most coach-paying customers base their ticket purchases on the lowest fare available, not the most legroom. We are researching ways to improve space/legroom in our coach product by decreasing seat recline and/or replacing headrests.
Q. How can we better prepare and plan our operation during irregular operations AND high loads?
A. We’re adding spare aircraft as well as scheduling our flying day 30 minutes longer to address irregular operations. Our new Chief Operating Officer Robert Isom has plans to implement new technologies to help during irregular operations so our ground staff is not as overwhelmed with long lines and angry customers (i.e. reservation help lines, desks, etc.). The introduction of Passenger Assistance Centers (PAC) in all of our hubs will also help. Improved Customer Relations processes will also help on the “back end†when our service is sub-par.
Q. When are we going to start flying internationally from PHX?
We are focusing our international expansion in PHL. We plan to build an international platform at PHL with over 30 international/Transoceanic flights (e.g. Tokyo, etc.). International/Transoceanic service in CLT will also increase. PHX will get 1-2 International/Transoceanic flights. PHX doesn’t have the customer base to fill Envoy Class (the bulk of our International revenue) as easily as PHL and CLT – both major business centers. Furthermore, the distance between PHX-Europe requires a 2-plane operation which further erodes yields.
Q. What’s being done about our unkempt a/c interiors?
A. Our board of directors has approved over $50 million in upgrades to our 757 and Airbus interiors. This is in addition to the 767 upgrades which have already begun. Justifying upgrades to our 737 interiors is a challenge since these aircraft are scheduled for retirement/replacement in the near future.
Right on Schedule
Q. I know that Delta pretty much has a corner on the Cincinnati (CVG) market, and as an employee working in LAS I try to visit relatives there frequently. We only have an ID90 agreement with Delta to fly them thus making it very expensive since CVG is one of the most expensive airports to fly into. When I try to fly I always have to connect in PHL or CLT, and then I have to fly either a 50- or 70-seat RJ. Many times it's extremely difficult to get to PHL or CLT, so my question is, are there ever going to be any non stop routes flying to CVG from either hubs in LAS or PHX?
A. There are no current plans to add nonstop service to CVG from either LAS or PHX. We continuously evaluate CVG as well as other markets for new nonstop service, but the CVG local market size to PHX/LAS is small relative to the supply of existing seats in the market
flybynite
Veteran
I sent in a "Right on Schedule" question the other week.....and now the FAQs for this week say that there is an entire page of "Right on Schedules" Q&A's.So who would be so kind as to do the honors?!?!? Thanks in advance!
I think you should get your password reset. I don't mean to sound unkind but you have been asking for this info for a month when it is at your fingertips.
I'm sorry, I just don't get people who play the "I don't have time to figure out the login issue."
If you've got the time to get on this forum...you have the time to correct your login issues.
Just my opinion. <_<
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