Quote:
Originally Posted by flynavyj
Can't say that i agree with you mason.
For the record though, TSA/Gojet has no shareholders, or if they do, they only have one...Uncle Hulas is the ONLY share holder who has to be pleased with the performance of the company. We're one of the good ole' airlines, that is privately owned.
Here's the problem I see...Yes, in ORD the rampers are mainline united already, so nothing really changes there, in IAD the entire UAX operation is done by Air Whiskey, which was just taken over from a different sub contractor (the name i dodn't remember). The difference here though, is that United would then be purchasing the equipment, the employees, etc as they go about their take over.
|
You are missing the point that they are ALREADY paying for this through their capacity purchase agreement, or whatever they call it now. That CPA has to cover everything that a wholly owned company has to pay for, plus it has to leave some moeny left over for Hullas....
Quote:
Originally Posted by flynavyj
Ontop of this, you'd have to replace countless numbers of outstations from being say skywest, or comair employees to being mainline employees also.
|
Again, the mainline company is already paying for them... instead of paying them directly, they pay the subcontractor who pays them... cutting out the middle man saves money.
Quote:
Originally Posted by flynavyj
That would have to cover gate agents, ticket counter reps, and rampers (most of which do all of the above). And this would be nationwide. These individuals would be going from lower paying jobs to higher paying jobs (probably good for the employee) but not so good for management.
|
No, completely false. First, lets address the fact that once merged less overall employees would be needed.... you wouldn't need a full skywest staff sitting at the next gate from a full comair staff, sitting at the next gate from a full pinnacle staff... there would be staff reductions, or more likely, a hiring freeze to allow attrition to draw down the staffing level. Very much like what has been happening at United for some time now. They have drawn down their station staffing to the lowest levels I've ever seen.
Second, it is very simple to do what many mainlines did years ago and add B scales, or add extra pay steps (at the bottom end of the scales) so that commuter jet equipment becomes the entry level position, on a new lower first step pay and benefit scale. So, all the rampers, gate agents, ticket agents.... etc would all start on the new lower pay scale, which would be no different than what they get now. Keeping people on the small equipment and pay scales is just a mtter of writing the correct contractual agreements to match company structuring. For us, it gives mainline guys some furlough protection, it gives regional guys a light at the end of the tunnel that isn't a train comming at them, and it saves the company money... it's a win, win, win, that would be an easy sell to anybody that can see past their personal ego's.
No big pay increases or any other earth shattering happenings.... just a change in uniform, books, manuals, checklists, and for some where the paycheck comes from.... The advantage; scope is eliminated as a problem, more efficient and streamlined corporate structure resulting in higher profit retention; for employees, a more stable and predictable career path; for shareholders, a higher return on investment.