EyeInTheSky
Veteran
Negotiators don't bust unions. Scabs from the outside and cowards on the inside bust unions.
You haven't met Jerry Glass have you?
Eye
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Negotiators don't bust unions. Scabs from the outside and cowards on the inside bust unions.
I guess I don't understand this thread. Parker has been at AWA longer than most of the current crop of airline execs. He hasn't sold any stock. The board approves the stock options, not Parker. The airline industry has forever changed to become a thin-margin commodity and this airline, like most has chosen to mortgage itself to the hilt and rely on cash-flow to survive. There are no ways to add sufficient value to the product to recoup their costs, so the luxury of yesterday is a memory. The only thing that can done to raise the margin to yield any increase in wages is to increase productivity and that is constrained by the hub and spoke system, the location of hubs and to a lesser extent protections in the current CBA's. RJ's were the crack cocaine of the industry in the early 2000's and now they are trying to get clean, but their "pushers" (the fee-for-service providers)are holding the long-term contracts that the airlines thought could help them in their quest to eliminate ALPA, IAM, AFA, etc. Now there isn't enough gap between the regionals and the mainline costs to make the RJ's pay. So the E-190 comes out as a hybrid: mainline pilots at regional wages.
So, it's time to get over it and realize it's never going to be 1994 ever again. The airline will survive in the current environment in whatever way it can, but it must not be overburdened and then criticized for being unable to compete with WN.
I guess I don't understand this thread. Parker has been at AWA longer than most of the current crop of airline execs. He hasn't sold any stock. The board approves the stock options, not Parker. The airline industry has forever changed to become a thin-margin commodity and this airline, like most has chosen to mortgage itself to the hilt and rely on cash-flow to survive. There are no ways to add sufficient value to the product to recoup their costs, so the luxury of yesterday is a memory. The only thing that can done to raise the margin to yield any increase in wages is to increase productivity and that is constrained by the hub and spoke system, the location of hubs and to a lesser extent protections in the current CBA's. RJ's were the crack cocaine of the industry in the early 2000's and now they are trying to get clean, but their "pushers" (the fee-for-service providers)are holding the long-term contracts that the airlines thought could help them in their quest to eliminate ALPA, IAM, AFA, etc. Now there isn't enough gap between the regionals and the mainline costs to make the RJ's pay. So the E-190 comes out as a hybrid: mainline pilots at regional wages.
So, it's time to get over it and realize it's never going to be 1994 ever again. The airline will survive in the current environment in whatever way it can, but it must not be overburdened and then criticized for being unable to compete with WN.
I'm beginning to get the impression that they manufacture Soylent Green in Tempe.
OK, mostly I agree. But explain the employee to Aircraft ratio?
WN has a pretty constant flow of flights throughout the day, so those 160 departures spread over about 14 hours equals about 12 departures per hour.
I don't see that at big SWA cities. They are virtual hubs. When ever I am awaiting a SWA flight I get there an hour early and I see no flights at the gate and with about a 20 minute span all the gates are full and then all depart and there is an hour of no flights?
What is the difference?
And I am not saying the "lazy" employee but it is what you are used to. No different then kids raised w/ very demanding parent vs kids raised w/ lax parents as reguard to what is expected from school work.
I kmow I wouldn't do twice he work for half they pay, it would be time for me to move on. I am not blaming anyone just saying I understand the problem and I think it is a real one.
I don't see that at big SWA cities. They are virtual hubs. When ever I am awaiting a SWA flight I get there an hour early and I see no flights at the gate and with about a 20 minute span all the gates are full and then all depart and there is an hour of no flights?
The key is efficiency in everything they do, and the aircraft flow is merely one example. WN's business model abounds with such examples. US did, and LCC seems to be, trying to use low wages and short staffing as a poor substitute for efficiency.
Even if we could copy everything they do procedurely and install it today you still could not get the same results.
It is not just better managment or practices or work groups but a combination of all three plus the factor of 30 years. it cannot be duplicated in my opinion. They only chance is an airline from scratch and as you can already tell JBLU is having some trouble trying to do that.