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I know of the 3 A320's from Braniff. They still have the Original seats complete with ash trays. And I could be wrong. I do however recall US being called Launch Customer for some Airbus product maybe is was the A-330. US is launch customer for the A350 if it ever gets off the drawing board.


OMG, you just keep digging...
You were only off by a decade

http://www.airliners.net/aviation-forums/general_aviation/read.main/4212783/

"NW's first delivered Airbus A320, N301US (MSN 031), has been retired from revenue service. She first flew on March 16, 1989. The last revenue flight for the airframe occurred on 01Nov. It was then ferried to Marana, AZ on 03Nov. Total time on the airframe at retirement was 58,771 hours. Cycles totaled 26,506.

To be clear, this isn't the first NW A320 retired, but it was the first delivered to the airline."
 
NW and UA both had Airbus A320 family way ahead of US Airways ever had them. US got them in 1998.
 
NW and UA both had Airbus A320 family way ahead of US Airways ever had them. US got them in 1998.

US got the 330 first by a US carrier and used them to mostly fly on their tiny Atlantic operation, I believe they got six in 2001 and it remained there until the growth they experienced following the Parker bailout.
 
REMEMBER...the acquisition took place in 2005, NOT 2011. Nic completely addressed ALL pilots that had a job at both America West Airlines and the former US Air. Would those 716 pilots be driving at MDA at the time of the acquisition? No harm, but it's getting pretty foul for the lack of memory.

See you in court (events that are also final and binding).

The point I was making is nobody cares what the situation was in 2005 when it comes time to vote on something that might have the NIC in it. Just how it will affect them.

And almost 1/3 of the east will be harmed beyond repair from their current stand alone prospects. The rest will be harmed enough that they won't vote a NIC in.

So that leaves NIC with only 2 options, Parker pays the best of any airline out there (will never happen) or a court win.

NIC may very well prevail in court. But I think that course of action even if NIC wins will be so far in the future to end up a token one. In 10 years most of the issues on the east side will be fixed by attrition anyhow. i don't see the courts doing much better than that time line. In this scenario the junior west pilots really do have the most to lose by pushing NIC or nothing.
 
NIC may very well prevail in court. But I think that course of action even if NIC wins will be so far in the future to end up a token one. In 10 years most of the issues on the east side will be fixed by attrition anyhow. i don't see the courts doing much better than that time line. In this scenario the junior west pilots really do have the most to lose by pushing NIC or nothing.

Agree, separate ops for another decade solves a lot of problems. At that point the west will have A320 first officers going into the left seat of 330's. Good times for all...
 
US got the 330 first by a US carrier and used them to mostly fly on their tiny Atlantic operation, I believe they got six in 2001 and it remained there until the growth they experienced following the Parker bailout.

That would be 9, plus the 767s.

Driver <_<
 
Grievance Committee Update (LOA 93): October 31, 2011

This update is designed to inform the pilot group regarding the current status of Grievance LOA 93. We wish to start by unequivocally stating that at the time of writing we have not received either a decision or any form of indication as to how the Arbitrator will rule in this case. The countless rumors that have been spread in relation to this case are completely without merit and amount to pure fabrication. The high profile nature of this case has triggered many avenues for speculation and misinformation that have been falsely attributed to "sources in the know." We are aware that this misinformation has ranged from statements that the decision has already been received through to the nature of that decision. All of these rumors are false and we ask that you ignore all of these sources of misinformation. When there is definitive news then it will be released by the Union's Grievance Committee, and in the meantime, all other sources of information should be disregarded.

It is not our normal practice to discuss the work of our System Boards until a final decision has been reached, but the heightened interest generated by this case has prompted us to release this status update. Closing Briefs have now been submitted to the Arbitrator for over a year but, although this may seem a long time, those Briefs were predicated on hundreds of pages of exhibits and hearing transcript, all of which the Arbitrator will need to review in order to reach a balanced decision. There has recently been a brief telephone call between the Board Members and the Arbitrator during which minor factual matters were discussed, but there was no discussion of any issues relating directly to the final decision.

It is not uncommon for arbitrators to take many months to issue a decision in cases with a considerably smaller evidentiary record and with a considerably less far-reaching impact than LOA 93. As we have previously reported, the Railway Labor Act does not contain a definitive time requirement between arbitration hearing and the ultimate decision. Once a dispute has been properly submitted to the Arbitrator, he or she has complete administrative control over issues such as scheduling and the time that elapses after the hearing and before the final decision is rendered. Prior to the issuance of the final decision, a draft decision will be released to the System Board Members (Union and Company). At that stage, either Party has the option of requesting an Executive Session. Executive Sessions may be conducted either telephonically or in person and they enable the Parties to ensure that their respective positions are fully examined and considered in the final decision.

There is no doubt that once a draft decision is received in the current case at least one of the Parties, and possibly both Parties, will request an Executive Session. It is only after the Arbitrator has heard and considered what the Parties have to say in that Executive Session that he will render the final decision.

We are aware that this is a case that has generated unprecedented interest and that our pilots are keen to be kept apprised of all developments. We understand the significance of this case to the pilot group and we will disseminate any information, good or bad, in as timely a fashion as the protocols of this process permit. Any perceived silence on the matter is either because there are no developments to report, or because the System Board Members are bound to honor the requirement of confidentiality during the normal procedural stages. Pending the Arbitrator's final decision and his formal release of the Parties from the confidential process, the Board Members will be prohibited from discussing the draft decision and prohibited from even suggesting that a decision may have been reached at that stage. The Grievance Committee and the Union Board Members are committed to respecting the integrity of this process in order to ensure that draft decisions are subject to correction and in order to ensure the Union's continued credibility before the arbitrators who are utilized on this property.

We are all eager to have this case resolved and we understand the importance of the issue to the pilot group. Regardless of the outcome, the Grievance Committee and the Union leadership are committed to informing you of developments at the earliest opportunity.
 
BUT, Parker and Kirby BOTH have stated in recent Crew News that minus the merger, NONE of us would be here right now. According to the money guys, the West was done as well. It was just going to take longer.

Driver B)

Parker & Kirby has ALSO stated NUMEROUS times in recent Crew News sessions that they sleep soundly EVERY NIGHT knowing which way the LOA 93 Arbitration will be decided.

Which set of statements are you going to believe? Now Robert Mann (Airline Expert vs. Airline CEO/CFO with a dog in the seniority fight) stated that AWA was truly financially viable. Further stating that at the time of the merger announcement that AWA was growing, earning $$, getting new airplanes, hiring and upgrading pilots.

HMMMMMMM.......Which statement(s) do we believe? Which expert is really an expert......?
 
The point I was making is nobody cares what the situation was in 2005 when it comes time to vote on something that might have the NIC in it. Just how it will affect them.

And almost 1/3 of the east will be harmed beyond repair from their current stand alone prospects. The rest will be harmed enough that they won't vote a NIC in.

So that leaves NIC with only 2 options, Parker pays the best of any airline out there (will never happen) or a court win.

NIC may very well prevail in court. But I think that course of action even if NIC wins will be so far in the future to end up a token one. In 10 years most of the issues on the east side will be fixed by attrition anyhow. i don't see the courts doing much better than that time line. In this scenario the junior west pilots really do have the most to lose by pushing NIC or nothing.

Oh I see. We shouldn't care about the PID when the merger took place, BUT should rather make the PID more towards when all the furloughed pilots returned to the NEW US AIRWAYS. So when the situation improves for any one group, you should randomly move the PID????? Obtuse level now officially raised.

The NIC WILL prevail in court because there is no other way for it to legally go. In the mean time you, I and all of the LCC pilots will have lost HUNDREDS OF MILLIONS of dollars in wages, contract improvements, and time off. All for the ill conceived chase for DOH (which our "lawyer" said was a slam dunk, is now leaving with over 10 million of our dues $$).

USAPA = How can we spend your hard earned dues money today?
 
Oh I see. We shouldn't care about the PID when the merger took place, BUT should rather make the PID more towards when all the furloughed pilots returned to the NEW US AIRWAYS. So when the situation improves for any one group, you should randomly move the PID????? Obtuse level now officially raised.

The NIC WILL prevail in court because there is no other way for it to legally go. In the mean time you, I and all of the LCC pilots will have lost HUNDREDS OF MILLIONS of dollars in wages, contract improvements, and time off. All for the ill conceived chase for DOH (which our "lawyer" said was a slam dunk, is now leaving with over 10 million of our dues $$).

USAPA = How can we spend your hard earned dues money today?
Help is just a phone call away.
 
BUT, Parker and Kirby BOTH have stated in recent Crew News that minus the merger, NONE of us would be here right now. According to the money guys, the West was done as well. It was just going to take longer.

Driver B)

Doubtful. Parker's attempt at Delta would not have failed and AWA would now be Delta. The only reason that merger failed was because the Delta pilots were smart enough to want no part of east pilots and stood together to reject them.

Parker and Kirby know this is true but always try to placate the east out of fear of a meltdown. They have been coddling the east for some time now and I believe that is about to come to an end.
 
WOW over half the west pilots are captains. In the East almost half the pilots are captains but you see we need some three pilot crews so you have a higher percentage of captains than the East flying smaller airplanes...HUH amazing.

I didn't know that the west was paid more than the 76 or the 330.

So you have been a captain for 15 years WOW I bet that really is the talk of your neighborhood, oh by the way on a little jet.

Between sick and dropped trips nobody works less than me.

Actually, the neighbors don't know for sure what I do for a living. They see me around the neighborhood so much, they probably think I don't have a job!!

BTW, the little jet I fly pays as much as your group I, but I don't work near as many hours to get the same w2 as a group I eastie. Hence the neighbors confusion.
 
The point I was making is nobody cares what the situation was in 2005 when it comes time to vote on something that might have the NIC in it. Just how it will affect them.

And almost 1/3 of the east will be harmed beyond repair from their current stand alone prospects. The rest will be harmed enough that they won't vote a NIC in.

So that leaves NIC with only 2 options, Parker pays the best of any airline out there (will never happen) or a court win.

NIC may very well prevail in court. But I think that course of action even if NIC wins will be so far in the future to end up a token one. In 10 years most of the issues on the east side will be fixed by attrition anyhow. i don't see the courts doing much better than that time line. In this scenario the junior west pilots really do have the most to lose by pushing NIC or nothing.

If the court tells the company on Dec 1 that it is legally obligated to use the Nic then that will be it. Over. The east can suck it up and move on or reject every contract offer that comes along. You will suck it up. If you don't the next merger will include the Nic anyway.
 
Actually, the neighbors don't know for sure what I do for a living. They see me around the neighborhood so much, they probably think I don't have a job!!

BTW, the little jet I fly pays as much as your group I, but I don't work near as many hours to get the same w2 as a group I eastie. Hence the neighbors confusion.

That admin leave is a great deal! :lol:
 
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