ATLAS Declaring BK?
#31
I am confused. I was under the assumption that if you TA a section that just gets marked as possibly agreed upon. It would not become active until a contract containing this section is either ratified or shoved down your throat by an arbitrator. Don’t see how they are “not going to follow the TA”.
#32
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Joined APC: Sep 2006
Posts: 153
#33
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Joined APC: Nov 2017
Position: Wichita
Posts: 652
#34
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Joined APC: Feb 2008
Position: Retired
Posts: 651
But there is a world of difference between a management team of a public company following a strategy that fails (such as rapid growth or acquisitions), and a management team taking a public company that is profitable and deliberately running it into bankruptcy.
The latter does not happen; pilot belief systems notwithstanding.
#35
Line Holder
Joined APC: Jul 2015
Position: Boeing CA
Posts: 66
You are becoming Amazon Prime Air, merger with ATSG next and Bezos is your new boss. It’s not hard to figure this one out. (BK may or may not factor into this) Polar takes all the 747s and gets spun off and the 777s from Southern Air all get parked, the 777 flying isn’t “yours” to begin with anyway (DHL owns all the hulls) so it’s given to K4 or Omni. You have a domestic 767/737 operation left. At least you have some West Coast flying. Nice job Teamster negotiators!
#36
Reduced required time we have to deadhead in a company jumpseat.
- Set a minimum standard for all supernumerary seats (business class).
- Hierarchy of international flight bookings (Star / One-World / Sky-Team / Emirates or Etihad, then IASA Category 1 airlines if alliance airlines are unavailable).
- All domestic segments connecting to/from international flights will be in Business Class.
- When international Business Class is unavailable, compensation increased to $1,000 for flights over three hours.
- Intercontinental airline deadhead greater than four hours will be provided a lie-flat seat.
- Domestic deadhead greater than four and a half hours of block within a duty period will be booked in Business Class (First Class).
- Domestic deadhead in excess of 14 hours of duty all in Business Class.
- Ability to upgrade for domestic flights from Economy to Economy Plus for flights three hours to four and a half hours long.
- If non-stop travel is available, it will be booked.
- Crew Lounge passes can be purchased with corporate credit card under certain standards.
- Protective language against middle seat bookings.
- Ground transportation maximum limit of two and a half hours.
- Alternative travel will be approved at the beginning and end of a Trip Pairing as long as the cost is the same or less.
- Company can only use tickets that are available to the general public and that will provide the same benefits.
- Set a minimum standard for all supernumerary seats (business class).
- Hierarchy of international flight bookings (Star / One-World / Sky-Team / Emirates or Etihad, then IASA Category 1 airlines if alliance airlines are unavailable).
- All domestic segments connecting to/from international flights will be in Business Class.
- When international Business Class is unavailable, compensation increased to $1,000 for flights over three hours.
- Intercontinental airline deadhead greater than four hours will be provided a lie-flat seat.
- Domestic deadhead greater than four and a half hours of block within a duty period will be booked in Business Class (First Class).
- Domestic deadhead in excess of 14 hours of duty all in Business Class.
- Ability to upgrade for domestic flights from Economy to Economy Plus for flights three hours to four and a half hours long.
- If non-stop travel is available, it will be booked.
- Crew Lounge passes can be purchased with corporate credit card under certain standards.
- Protective language against middle seat bookings.
- Ground transportation maximum limit of two and a half hours.
- Alternative travel will be approved at the beginning and end of a Trip Pairing as long as the cost is the same or less.
- Company can only use tickets that are available to the general public and that will provide the same benefits.
Hope you don't have a travel manager like we do at K4. He will be able to circumvent every one of those!! 😆😆
#37
You are becoming Amazon Prime Air, merger with ATSG next and Bezos is your new boss. It’s not hard to figure this one out. (BK may or may not factor into this) Polar takes all the 747s and gets spun off and the 777s from Southern Air all get parked, the 777 flying isn’t “yours” to begin with anyway (DHL owns all the hulls) so it’s given to K4 or Omni. You have a domestic 767/737 operation left. At least you have some West Coast flying. Nice job Teamster negotiators!
Just curious how Teamster negotiators have anything to do with mergers and acquisitions ...
Or are you simply stirring the pot?
#38
Gets Weekends Off
Joined APC: Jun 2017
Position: 777 Left window seat
Posts: 632
You are becoming Amazon Prime Air, merger with ATSG next and Bezos is your new boss. It’s not hard to figure this one out. (BK may or may not factor into this) Polar takes all the 747s and gets spun off and the 777s from Southern Air all get parked, the 777 flying isn’t “yours” to begin with anyway (DHL owns all the hulls) so it’s given to K4 or Omni. You have a domestic 767/737 operation left. At least you have some West Coast flying. Nice job Teamster negotiators!
The original 4 777s that Southern has operated for over 9 years are still owned by Oak Hill (the previous Southern owner prior to Atlas). DHL leases those. Titan (Atlas) owns the next 3. One of those is an “operational spare”. DHL only “owns” our latest 2.
Additionally, Titan “owns” 5 other 777s that are currently leased to other airlines (AeroLogic & TNT). Southern/Atlas will be in the DHL 777 game for a long time.
Last edited by Birdsmash; 08-21-2019 at 10:47 PM.
#39
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Joined APC: Jul 2007
Posts: 919
I thought that too, but on the other thread it was made clear to me that the number one goal of management in a publicly held airline is not shareholder value, fulfilling their fiduciary responsibilities, keeping the Board of Directors happy or even the value of their own stock options.
No, the #1 goal of management is to screw the pilots. And if that means an illegal plot to take the stock to zero then so be it.
Yes, it is very clear now . We pilots are the center of the universe.
There ought to be a CEF that combs pilot message boards and goes short against every investment/business "insight" that they find.
No, the #1 goal of management is to screw the pilots. And if that means an illegal plot to take the stock to zero then so be it.
Yes, it is very clear now . We pilots are the center of the universe.
There ought to be a CEF that combs pilot message boards and goes short against every investment/business "insight" that they find.
There are companies that needlessly file bankruptcy every day. Shareholders be damned. Airline management is not out to screw their pilots as they couldn't care less about their pilots. They are out to cut costs and maximize what goes into their own pockets. They have and will gladly screw over all creditors and shareholders to do so. Pilots are nothing more than an expense on a balance sheet that must be minimized.
#40
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Joined APC: Jan 2008
Posts: 160
Obviously airlines can and do go bankrupt. And private equity does some very creative and sleazy things.
But there is a world of difference between a management team of a public company following a strategy that fails (such as rapid growth or acquisitions), and a management team taking a public company that is profitable and deliberately running it into bankruptcy.
The latter does not happen; pilot belief systems notwithstanding.
But there is a world of difference between a management team of a public company following a strategy that fails (such as rapid growth or acquisitions), and a management team taking a public company that is profitable and deliberately running it into bankruptcy.
The latter does not happen; pilot belief systems notwithstanding.
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