Originally Posted by
DLax85
Wow --- where do I begin?
(...I guess I'll first start by avoiding the "Shift" key and "Caps Lock", but I digress)
Dude --- I think you misread the subtle intent of my original post and jumped in with guns blazing.
My point wasn't to side with the company regarding their slight of hand in negogiating A380 rates and then purchasing the 777 (...that's a clear foul, especially if they did it "knowingly" during negogiations)
Rather, it was to show that our, completely valid, argument on why the A380 (or 777) should pay more than our current wide-body rates also holds true for the 757 vs 727 transition (...because they move more cargo/more efficiently).
As you point out above ---- we clearly sacrificed improved 757 rates to get the A380 rates.
Why???
(OBTW, I recommend the "half-caf" while on APC
)
Federal Express at one time had two pay rates, DC10 and B727. Then they bought Flying Tigers which had 747-200s, DC8-73s, and 727-100s. The DC10s and 747s were given a wide body pay rate and the DC8s and 727s narrow body. The DC8 had a MTOW of 355,000 lbs., could carry 100,000lbs+ payload and held 18 containers. How does that compare to the 757?. The 747 MTOW was 820,000 lbs., carried a 240,000lbs+ payload. How does that compare to the 777F?
Look at the bright side. The 777 may go much more junior than most of you guys expect. Hmm? Would a senior guy bid off an airplane with 300+ lines for one that he/she may have the choice of 20 lines? Would the senior guy bid an airplane that will seldom have extra flying available becaus most of the trips will be hard time and any extra flying will bump up against FAR limits.