Originally Posted by
Bucking Bar
You wrote
Mr. Carr,
No need for you to be rude.
The distinction is important. This model did not come into fruition during bankruptcy. Many would lead you to believe that somehow this level of outsourcing was forced during bankruptcy, but it wasn't:
I ALREADY made that distinction, I'm NOT being rude. So yeah, when I wrote;
Originally Posted by
John Carr
And on the flip side, it was ALSO the mainline MECs that facilitated the transfer of outsourcing flying once the RJ's came on line.
It was in SPECIFIC reference to the pre 9-11/pre-BK era. IE, DAL letting COMAIR having the 50 seaters, and later UAL allowing jets on property after the mid-term ESOP vote. That was the first "crack in the armor" so to speak.
When I wrote this;
Originally Posted by
John Carr
And down line, that proved to transfer that wealth away from the pilots and back to management through substandard representation.
It was in SPECIFIC reference to scope giveaway in what you reference below, as well as the BK era. Remember, DAL wasn't the ONLY airline that did it. UAL gave up the jets on the mid-term ESOP vote. They FURTHER gave up more jets on contract 2000. The BK era was like Michael Wittmans's 88MM on his Tiger blowing the crap out every allied vehicle he could. Only unlike Michael Whittman, it didn't really come to an end.
Originally Posted by
Bucking Bar
The reason this distinction remains important is that those who do not know their history are doomed to repeat it. Today we are in "good times" and we are again reliant on ratios and seat numbers. In the past this strategy failed when tested by economic duress. The current numbers are more sound, but the strategy itself remains less than optimal.
Yeah dude, I KNOW. I'm one of the LAST people that you need to tell that to.
50 seaters are going away, and that's a good thing. They are a terrible experience for the passenger, as well as expensive to operate at higher oil prices. But while everybody is jumping for joy over it, the amount of larger capacity airframes at the regionals is still there. So what's a bigger threat to the to the mainline pilot NB job? The 50 or the 70? It's rhetorical, don't bother answering.
But yeah, I agree. It's amazing what pilots will agree to during the good (better) economic times. NOT realizing how these decisions can bite them in the a$$ later on. Only to then blame everybody but themselves. Which AGAIN, brings up back full circle to a point we made pages and pages ago in this thread.