Originally Posted by
JMO127
So what about the email from ML or the NC about how many great strides were made since the LBFO yet they won't disclose the details..... seems fishy. I still don't think many understand how sell-offs work. Most of the union wants the company to fall on its face during peak season. If it does, the EFPP will be all but worthless. By sticking it to the company, you're really sticking it to yourselves and the EFPP you're holding on to so tightly. Serious question, do you think the company loses money on sell-offs? The answer is no. They make, not lose or at worst, break even. That cut scabbed over a long time ago. More scabs than cuts it seems.
I'm still trying to figure out if you're a company stooge without access to union communications or if you're really that ignorant of a line pilot with your head stuck that far in the sand? I'm just a regular line pilot and I have a very good idea of what's going on with negotiations, so you can take your "seems fishy" bull**** and shove it back up your ass. Also, I don't remember bringing up sell-offs at all during my previous comment that you felt compelled to reply to, but since you're bringing it up, I'll go ahead and address it.
1. Mr. and Mrs. Moneybanks pay for shares on XYZ aircraft at Netjets.
2. Netjets is unable to provide lift to Mr. and Mrs. Moneybanks due to (Maintenance availability, Pilot availability, overbooking, take your pick), and purchases supplemental lift from another 135 operator.
3. Netjets cost comparison: Providing lift on a QS tail provides a profit margin of say, 10% (note, not real numbers). Supplemental lift eats that profit margin and potentially eats into the fees charged for monthly maintenance of the account. Netjets effectively admitted to as much when they pushed for the 2.5x LOA.
4. Benefits to Netjets for sell-offs: fewer hours on airframes and possibly allowing maintenance availability to climb. Downsides: Mr. and Mrs. Moneybanks don't receive the same level of service and get upset with Netjets, and money that would be going into Netjets bank accounts and subsequently BH accounts instead goes to another 135 operator.
Yes, I know the above is highly simplified, but I fully understand both the benefits and drawbacks to sell-offs, including the fact that a downturn in the 2024 books for profits results in a reduced EFPP. Here's your/our problem however. The EFPP is a 3 year deal, that's it. After that, there's no guarantee we get it back in another contract or an amendment to this contract. Hell, the Company already wants to withdraw the EFPP. Increased pay needs to be in base wages, and needs to be enough to stop us from being a stepping-stone to the airlines. Almost all of our new hires are planning on getting their turbine time and leaving for the majors. That wouldn't be a big deal if our training pipeline were set up to handle that amount of turnover, but it's not, and is evidenced by the current wait for IOE across almost all fleets. Almost no one is bidding for TR/CA/NRFO positions because at this point, the pay is an insult for the amount of work required, and so the wait continues to go longer and longer for IOE and line checks. Wait, what about FDPP you say? It's great if you're in a good fleet without maintenance issues.
Point being, I'm not buying what you're selling, and neither is the majority of the pilot group. Go peddle your fear-mongering and doubt at Bridgeway instead, and actually be useful for once. My Union Speaks For Me.