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It might and done is done, but do you not see the argument that the composition and role of the fqs is very much different from when the go ahead was given over 20 years ago? That is the reason for the different stance in 2010. The complexion has changed and therefore our position
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A few things,
The complexion has changed and therefore our position If it were me back in '88, I'd like to think I would have looked around to the other 50+ years of Airline/Pilot-Union history and thought to myself (who else has a structure like this?) and decided it was not a good idea from the get-go. But that's just me, I wasn't there... I've only met BM once, and very quick, I have flown with JS. I have a tremendous amount of respect for both of them, and if you know me you'd know I don't say that very often. So again, I wasn't there, better men than me were, they made the decisions they did based on the best available info (I assume) back in 1988. I don't understand how they (or who) came to that conclusion in 1995-6 though... |
One more thing,
I'd be willing to bet a lot of cash that a significant majority of UPS pilots have no clue their union told the NMB what they did in 1995-6. So when you say "don't you see why we are changing our position now..." I think that is big news to most because like most I always assumed our position was that they should be union jobs. |
Originally Posted by 31wins
(Post 849427)
One more thing,
I'd be willing to bet a lot of cash that a significant majority of UPS pilots have no clue their union told the NMB what they did in 1995-6. So when you say "don't you see why we are changing our position now..." I think that is big news to most because like most I always assumed our position was that they should be union jobs. |
Originally Posted by 31wins
(Post 849426)
A few things,
The complexion of what? In 1995, according to UPS and the IPA there were approximately 110 FQS, now it seems like there are around 250 give or take. Is that what you are referring to when you say complexion? The number of them? If it were me back in '88, I'd like to think I would have looked around to the other 50+ years of Airline/Pilot-Union history and thought to myself (who else has a structure like this?) and decided it was not a good idea from the get-go. But that's just me, I wasn't there... I've only met BM once, and very quick, I have flown with JS. I have a tremendous amount of respect for both of them, and if you know me you'd know I don't say that very often. So again, I wasn't there, better men than me were, they made the decisions they did based on the best available info (I assume) back in 1988. I don't understand how they (or who) came to that conclusion in 1995-6 though... You've been here long enough to know that what the rest of the industry does has little to no bearing on what ups ever does. The rest of the world does it that way, ups has a hundred years of not having managers mix with labor. Wish it were different and coming here from passenger operations, I lobbied for another way back then but here we are. As for complexion, the managers were pretty much only trainers, checkers, and administrators, not the super reserve force they represent today. The next time that you fly with jim I hope that you query him further about the history of these decisions. |
Anyone ever hear of B43 and B44 Ops specs provisions to save fuel (money). Not used at UPS, only baseball bats and windshields.
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Originally Posted by FliFast
(Post 849480)
Anyone ever hear of B43 and B44 Ops specs provisions to save fuel (money). Not used at UPS, only baseball bats and windshields.
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FedEx uses B43 routinely. 45min domestic reserve replaces intl 10% flight time reserve on authorized intl routes.
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It may seem "like there are around 250 give or take", but there are actually fewer than 150.
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They are provisions to reduce Int'l reserve fuel. Or, in other words re-dispatch flight plans and dispatching with reduced Int'l reserves.
There are other ways to "belt-tighten" without sending 300 families to the rolls of the unemployed. I know, I know...no one wants to hear it, but when you stand on the side of the street living off unemployment or having to work offshore maybe these are better avenues to pursue for belt tightening. Ok, back to my canasta game. |
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