Originally Posted by
slowplay
QUIT with the spin zone you're trying to apply to my posts.
I didn't miss your point. Show me where I stated what you write above (..."ever"...how dramatic of you.)
My opinion...AMR, UCAL and USAIR's current books and circumstances hurt our ability to maximize our payraise in this contract.
We will get a payraise...but if the pattern were closed (those 3 carriers paying what we currently pay) it would be an
even bigger raise. Why have none of the three carriers that have higher payrates than us been able to exceed our C2K rates over the last 8 years even though they've been highly profitable and never been bankrupt?
Nope. I showed you an up pattern that was only closed by 3 carriers (C2K by DAL, UAL, and AAA) and those were the first 3 to the courts. The pattern got closed going down, with the legacy industry rates within a few dollars of each other. Again, I point out that with the rest of the industry in BK or self-imposed restructuring the 3 profitable carriers still haven't come close to those open pattern rates. DCI rates are exposed due to the bankruptcies that are now visiting their segment of the industry. They're not unlike our position in 2004-5.
Again, stop with your spin. Where did I say "lost cause"?
You made that conclusion.
I wouldn't call PCL, Comair, or American Eagle "bottom feeders" and they're not all DCI. They're all looking at significantly restructured contracts. SkyWest, Inc., formerly the most profitable of the regionals is breaking even and losing flying to the "bottom feeders", and it is a big UAL provider.
Nice use of the term "showcase" Bob Barker...maybe you can throw up a picture of one of your "price is right" beauties.
Actually Bar referenced economics not being a factor...in his post about unity.
(That is why we must separate unity from economics.)
Slow,
Not trying to "spin" anything. You responded to a post about recapturing DCI with the following:
Last time I checked PCL was in bankruptcy and looking for wage givebacks. CMR was negotiating a concessionary deal. American Eagle is in bankruptcy and getting 1113'd. Do you think the results of those situations is going to help or hurt your premise going forward?
It is from this statement that I referenced "lost cause." If I assumed incorrectly, and you disagree with this, my bad. My point which I will attempt to make one final time before going for a run is this:
Yes it will be hard to recapture 70 and 76 seat flying in house - maybe insurmountable. But it is also hard to get a raise with AMR in BK, UCAL, and USAIR floundering etc - but I believe we can and will do it.
Why do mainline competitors only "lower" the a mount of potential raise we can get, still planning on a raise, but when it comes to DCI its "
"Last time I checked PCL was in bankruptcy and looking for wage givebacks. CMR was negotiating a concessionary deal. American Eagle is in bankruptcy and getting 1113'd. Do you think the results of those situations is going to help or hurt your premise going forward?"
No spin intended. If we can surmount competitors with lower compensation at mainline and still get a raise, why do costs take on a more significant meaning at the DCI level? If I am misinterpreting you on this I apologize.
Sorry that "showcase" makes you think of Bob Barker, that really is unfortunate. I am totally amenable to any suitable substitution that you recommend.
Happy Easter.
Scoop