Originally Posted by
Name User
So looks like there are several steps. Stations with <105 weekly mainline departures are outsourced. Stations with 140-175 weekly departures can be outsourced under certain conditions if I'm reading the contract correctly.
I don't know how they handle split ops ie CLT/PHL/DCA/DFW etc. I'm no expert.
But I do know that when certain thresholds are met, the station must be converted to a mainline one.
No arguement there.
I will say, with your first line, it looks like the threshhold could actually be quite high to force it to be in house at an outstation. I mean, 15 mainline flights per day ARE outsourced. Not may be. ARE outsourced. That's higher than I would have thought. Additionally 20-25 departues per day may be outsourced? Again, higher than I would have thought. There are A LOT of airports that fit these descriptions.
Second line, my impression is HUBS are strickly union jobs with union protections. WO does their own there and AA does their own there, for the most part.
I do remember using either Peidmont or PSA (can't remember which) for CLT when I was at Envoy but that's the only exception I can think of and even that was WO to WO.
My original point being, outstations and hubs are different and is an example that not all WO employees need to be brought over. Some will need to be and certainly it is more than just about the pilots. But it's not as simple as saying EVERYONE has to be mainline now. Hell, AAG may decide to only bring in one or two of the WO anyway (if they bring any at all). There's no reason it has to be all 3 of them.