wjcandee

IAI seems to be falling behind a bit on pushing CAM's 767s through at TLV, and Amazon's through at MEX. It seems like CAM had the opportunity to lease out additional freighters for which it didn't have conversion slots at IAI, or didn't have the confidence that IAI could deliver on-time. Accordingly, they went to Boeing for 4 BCFs, which Boeing can consistently get done in as little as 4 months, including painting, for a LOT more money. I will be interested to see if any of CAM's 6 feedstock aircraft at ILN (4) and the Desert (2) end up heading for QPG, or whether this is an entirely-additional group of planes.

This is what Atlas and DHL do/did: send as many aircraft to IAI as IAI can convert in the desired timeframe, and send the rest to Boeing, whose touch-work contractors (at QPG and TPE) have way more capacity than they need to handle any reasonable order -- but for much more cheese.

wjcandee

That's certainly possible and maybe even likely with these guys, but they did tell analysts at the last conference call that Omni was a good operation and said (in so many words) that their intention was to leave its leadership alone and let it run itself.

Cujo665

told us what would happen? please provide a link to any claim you think you made that wasn’t expected.

Did you really just say it’s not about how full the glass is, it’s about how empty it is…..

you’re a peach, I see what others say about you is true after all.

nitefr8dog

From the Envoy Barbie jet driver....what everyone on every fourm you haunt says about you is true also. Troll

nitefr8dog

What you will learn from your next round of negotiations is how expensive you are. Your a/c leasing expense, your maintenance expenses once Ames is doing your maintenance, your training expenses once Omni sims are added to ATSG and they control the price. What your contract costs ( expense). The easiest way to reduce your profit is to increase your expenses which they control.. It's all about how expensive OMNI is to operate. Sit back and learn grasshopper.

Cujo665

you literally just said exactly what I said several posts - and months ago.

The change (increased expenses) makes us less profitable on paper.

Grasshopper has been doing contract work for over a decade…… even Through a bankruptcy where the judge forced them to open the books to us.

We aren’t the ones who went years and years without a CBA or raise like you did. I think we’ll be just fine without your advice. Thanks though.

nitefr8dog

Didn't go years without a raise? Lol....that's funny. Omni crews worked for welfare wages up to this contract they are currently under. ABX concessionary contract to save the airline was still more than Omni's pay before they finally got a pay raise. I was making 200k in 1998 flying a DC9 to Moline IL while Omni Captains were getting 100k to fly in war zones. Yeah you set the bar. I wouldn't fly the 9 out of OH for 100k. Before this raise you missed 20 years of pay and retirement....you can’t make that up in 6 yrs.

Cujo665

you are so stuck living in the past consumed by hate and jealousy.

let go of your anger and hate. Paths to the dark side they are, consume you they will.

mat be too late in your case.

luke3

A few questions as a potential commuter if you don't mind:

- What are current expected reserve times and how much are people being used on reserve?
- When you do become a lineholder how many times throughout the rotation do you end up with an RON in CVG?
- Are lines bid as sets of pre-established pairings or just days on/off that are then filled with trips?
- What's the rough split between rotations that have all 16 days in a row vs split lines and do any patterns tend to go more senior than others?
- Due to the un scheduled nature of the military flying are those trips usually given to reserves or are they bid for specifically?

Thanks in advance. Just got the invite to interview and am excited for the opportunity.

abxflyr

- What are current expected reserve times and how much are people being used on reserve?
ABX uses the reserve folks quite a bit. There is a daily fly/no-fly reserve list, simply placing those who wish to fly first, but many/most are used either way (especially during peak).
I'm not real up on how long before an F/O can hold a line...but I'd guess about 6-8mths.
- When you do become a lineholder how many times throughout the rotation do you end up with an RON in CVG?
Varies widely to what type of line you bid/award. I will say the average can be zero to 3 days one may find themselves in CVG (needing a hotel or pad room)
- Are lines bid as sets of pre-established pairings or just days on/off that are then filled with trips?
Pre-set established pairings. Although there are many opportunities to trade trips/days during the bid process and open trades during the month.
- What's the rough split between rotations that have all 16 days in a row vs split lines and do any patterns tend to go more senior than others?
Without doing the math/analysis, a rough estimate would be 25 out of 70 lines are a full 16 on (solid block of time). Again, ability to split that up exists or do to the opposite and create a solid line.
- Due to the un scheduled nature of the military flying are those trips usually given to reserves or are they bid for specifically?
No special considerations for military per sa...although they will release you for any/all events you have orders for. General wkend/drill stuff you can bid around and/or move and trade if awarded a line that does not work. The crewsched dept has worked well with those who have committments.