Originally Posted by
iahflyr
Keep this is mind as tensions between pilots and the company heat up in the future.
Our customers are the reason that we are employed. Their revenue keeps us employed and pays our salary. No matter how upset I get with the company, I would never do anything to upset a customer. Likewise, no matter how upset I am, I will never forget to keep a positive attitude and relationship with our customers. This story is a great example of a crew doing this, despite all the labor tension in the air.
The "old" United pilots forgot this in 2000. Now look what happened.
We can ask for any contract we want, but it won't mean anything unless we have happy customers buying tickets on our airline, effectively paying our salaries.
Don't ever forget who we work for.
I understand your basic point and agree to an extent; however, your "old" UAL pilots and 2000 are a range foul.
As one working for the SSC during that time, I can tell you the company was warned numerous times regarding the aggressive summer schedule that was built on the hopes of pilot "good will" in picking up flying during the summer. When I say "warned", it wasn't a threat made to the company. It was rather a statement of fact considering that they were relying on a percentage of flying above the then CAP that went light years beyond historical averages.
They were warned that expecting more flying than the 78 hour line build was not a good idea.
Now, you weren't on the property then, but I can say from my experience that summer, I saw no shenanigans going on other than pilots I flew with flying their schedule. That was from my observation as a domestic guppy FO. I'll grant that I wasn't observing what might have gone on in the Int'l WB world.
To be honest, weather that summer made it pretty much happen on it's own regarding domestic flying. I can remember 2 occasions sitting on taxiways at DEN that I had never come close to before, in a huge line of aircraft from all carriers, waiting for the previous bank that still hadn't been unloaded due to TS and lightening, to push off the gate. Again, hours of delays that just rippled through the already over zealous schedule without any means to flex up. Especially with a pilot group that had no motivation to voluntarily go above and beyond their contract max.
I can provide numerous other examples if you'd like.
Again, the company's expectations for pilot good will caused the summer of 2000 to happen pretty much on it's own. Who's to blame, the pilot who worked to the requirements of the contract and decided to not go beyond those same limits voluntarily, or the company, that was warned well in advance, of their flawed plans and assumptions?
Frats,
Lee