Originally Posted by 8802 (Post 3931572)

Exactly.

The failure to expand or maintain a competitive international presence was solidified in 2019/2020. They need revenue today. We could place a historic widebody order today and still lose money for years. They've got to slow the leak before they start adding more water to the pool. Any improvement in international presence/revenue in the short term will have to come from the XLR, 787 deliveries, and 777 refurbishments.

Originally Posted by DogPit (Post 3931583)

I’ve had three flights this week that have delayed boarding because the APU was shutdown on a short turn.

Originally Posted by joepilot50 (Post 3931563)

While this is true, what makes this double whammy of a gut punch is Delta and United are doing their fleet renewal through cash and still raking in the profits. So no increased debt as they take on new planes and still kicking our butt financially. Granted a downturn may change their paying cash for the new planes plan and take on debt, but they are in a good position to do so.

I am skeptical of United's growth marketing of how every plane on the books is growth vs replacement, but even if that changes and most of the planes turn from growth to replacement, United won't be hampered like we are with their fleet renewal.

Originally Posted by tallpilot (Post 3931590)

You can count on it in DFW.

Originally Posted by JulesWinfield (Post 3931595)

You can also count on the PCA blowing hot air. This is just representative of what is really wrong with the company: the lack of middle management. It should be someone’s job to ensure the PCA actually work.

Originally Posted by WiFly (Post 3931596)

This is so true. Many middle managers I've interacted with have bad attitudes or just frankly don't seem to care. Why do we keep promoting these people? There are plenty of employees who actually care, but those don't seem to be the ones getting promoted.

Originally Posted by tallpilot (Post 3931608)

If I had to guess I would say because ass kissing, covering and political savvy is how one advances in a corporate environment. Being competent at the required tasks of the position doesn't seem to rate at all. That's doubly true if one has a reputation of making suggestions for improvement (since those tacitly imply the current management isn't perfect).

Witness today's absurd backpatting on SotA which didn't include any slides about future aircraft delivery schedules or more international routes. But we do have great new lounges for people waiting for their flight to Cedar Rapids.

Originally Posted by Varks (Post 3931294)

I recently A3 home from training. Made it to airport for earlier flight.. Mayhem at gate of course. Agent gives me a middle seat in back of plane. Chatted with Captain and Delta Pilot while waiting. Delta Pilot gets more room coach seat and an isle. He offered to swap with me.

Originally Posted by AAL24 (Post 3931613)

Why did you A3 home from training? You are entitled to A1 home from training. You most likely would have been sitting in first class because you would have been ahead of everyone on the revenue upgrade list.

Originally Posted by rockelino (Post 3931620)

Actually it's A1 only on the first and last day of training. During breaks it's A3. Either way - A3 should still be UPG0 (but below A1 UPG0).

Originally Posted by 8802 (Post 3931572)

Exactly.

The failure to expand or maintain a competitive international presence was solidified in 2019/2020. They need revenue today. We could place a historic widebody order today and still lose money for years. They've got to slow the leak before they start adding more water to the pool. Any improvement in international presence/revenue in the short term will have to come from the XLR, 787 deliveries, and 777 refurbishments.

Originally Posted by RippinClapBombs (Post 3931522)

I think what you’re attempting to illustrate is JetBlue doesn’t compete for corporate contracts and to be frank neither does American (resulting in lower yields)—all thanks to our current management strategy—that’s why we’re 4 percentage points lower than our two main competitors on profit margins. (With our current revenue that’s roughly $2.5 billion lost profit per year).