Originally Posted by
Vman
Also, in 2009, UPS starts getting the first of the 27 new 767's through 2012 (6.5 per year average <g>)
SD,
Do you expect the 767 to be growth or DC8 fleet replacement?
V
A bit of both. Let me explain this politician answer <g>. It is really not a one for one comparison. It has to do with payload and flying time. Give you a real example of 3 efficiences UPS has attained in the last 8 years.
Birmingham (BHM), AL used to have a DC-8 that flew BHM-SDF-BHM Monday through Friday. Additionally, they had a 727 fly BHM-CAE (Columbia, SC)-BHM Monday through Friday. It took 6 crewmembers a night to fly the revenue out of BHM. SDF couldn't handle all the volume anyway.
Efficieny 1: Teamsters contract 97 gave UPS 'team drivers" which allowed UPS the ability to close much of the Friday night air lift requirment because it now went on a truck that drives with 2 drivers 24 hours a day nonstop (except gas and drop and hook). Reduced crew member requirments.
Efficiency 2: UPS bought the A-300 that carried the volume of a DC-8 and a 727.
Efficiency 3: UPS built Worldport that could handle so much more volume (it is expanding again at present).
Gained: Remove DC-8 and 727 from BHM and the 6 crew members a night 5 days a week requirment (2 aircraft and 30 crewmembers days required weekly) to a single A-300 with 2 crew members 5 days a week (10 crewmember days required weekly) flying BHM-SDF-BHM because the airplane and SDF could handle all the volume. A reduction of one airframe and a big drop in required crew members.
Going Forward: UPS still combines routes etc. when able. Some A-300/DC-8 routes being planned to be replaced by the MD-11 that can handle the mean volume of both combined on certain routes.
767's not publicly stated to replace the DC-8, but a 767 could replace a half full nightly DC-8 and half full nightly 757 that are close enough on a route and still make the sort times. In this case, the dissappearing DC-8 does not to be replaced. An example I will pull out of the air. JAN (757) and TYS (DC-8) could be replaced by a single 767 flying JAN-TYS-SDF. This would free up a 757 for another market and not require a DC-8 anymore.
Originally Posted by
JetPiedmont
Why do they still have the FEXw requirement? I've got a MD-11 type rating but no current FEXw and the online app won't let me apply.
Simple really. We still have supervisors 'managers' whose job is to check FE's. How would they justify their jobs to ATL if there no longer was a written requirment requiring there services by oncoming pilots? So you are helping preserve jobs until no DC-8's are left <ng>, that is all. BTW, I was working as an F/O at a 121 carrier and was hired 2 years after my FE written expired. HR said I did not need to retake the written, FSDO just validated it upon my arrival to train as an S/O. I think they would still accept that, the software likely does not recognize this condition. Would have to track down someone in HR for the most recent 'policy'.