ATI
01-10-2014, 04:59 PM
#21
Gets Weekends Off
Joined APC: Mar 2011
Posts: 597
Originally Posted by l8fr82hub
I don't think anybody is going to win here and I don't see 100% of ATI crews getting furloughed while we have the combis flying as they're on our side of "the fence". If, for some reason they got rid of the combis then all that will be left are 4 757 freighters operating out of CVG and whats left of ATI will collapse under the weight of the bloated management in Wilmington.
You're right. No one wins..... but the Cappy guys stand to "lose better" if it happens. Hoping for the best for all involved though!
Last edited by NCR757dxr; 01-10-2014 at 05:15 PM.
01-15-2014, 02:20 PM
#22
Line Holder
Thread Starter
Joined APC: Aug 2012
Posts: 99
ATI is getting ready to move three 767s into “long-tern storage.”
West Atlantic AB is getting ready to lease three 767s from ATSG.
ATSG officer said “This investment and our expanded working relationship with West Atlantic’s management team represents a commitment from ATSG toward an increasing role in the growth of the air-cargo market in...”
My analysis is that three 767s owned by CAM and leased to ATI are being taken from ATI because ATI was unable to secure work for them and the pilot group does not have scope protection. The three planes will be leased to West Atlantic AB.
Three planes equals the reduction by two in the Middle East and the loss of the Guantanamo contract. What happens when the last plane leaves the Middle East and DHL starts to replace 757 freighters with 737 freighters in the domestic market? At what point does ATI become too small to support the administration burden of running as a separate airline? How does ATSG benefit by operating two separate airlines competing for the same markets out of the same building?
West Atlantic AB is getting ready to lease three 767s from ATSG.
ATSG officer said “This investment and our expanded working relationship with West Atlantic’s management team represents a commitment from ATSG toward an increasing role in the growth of the air-cargo market in...”
My analysis is that three 767s owned by CAM and leased to ATI are being taken from ATI because ATI was unable to secure work for them and the pilot group does not have scope protection. The three planes will be leased to West Atlantic AB.
Three planes equals the reduction by two in the Middle East and the loss of the Guantanamo contract. What happens when the last plane leaves the Middle East and DHL starts to replace 757 freighters with 737 freighters in the domestic market? At what point does ATI become too small to support the administration burden of running as a separate airline? How does ATSG benefit by operating two separate airlines competing for the same markets out of the same building?
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