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Originally Posted by Bulldog319
(Post 4031349)
Minimal impact on a minimal margin is a lot larger than you might think.
$53 million profit last quarter, saving 400lbs a flight would have boosted that up at least another $5 million at the gas prices we had then. That's about a 10% impact on profit. They are messing up a lot of things up by themselves. If I don't have a gate agent within 90 seconds I crank the APU. Almost every single time if I had left the engine running it would have been a 10 minute or more wait before I got power. That's on them. Having a mechanic wait on the phone for MCC to answer for 30 minutes, 100% on them. Gate availability is all theirs. About 2 dozen other stupid things you see nearly every single work day that is all on them and would be easy fixes. frustratingly stupid revenue leakage, but it is what it is. Frontier has plenty of problems.. but me using 2 engines for safety isn’t one of them. |
Originally Posted by dracir1
(Post 4031276)
You DO realize regionals:
a). do NOT sell their own tickets and are paid for (subsidized) by legacy b). have been going out of business for YEARS. Ask any former XpressJet, Comair, Great Lakes, Chatauqua, (and about 50-75 more) . . . member And, the regionals that have survived, whether wholly owned or not, FO PAY is pretty much commensurate w/ F9 now. It's an actual tough decision for a FO to leave a regional w/ a flow over going to F9. Read up on SWA - started out point to point in TX only (and had to overcome the Wright Amendment). Paid about 40% less than everyone else. Flew one type of aircraft. Sound familiar? Look at them today. Highest paid in the industry. Award winning customer service and credit card plan. Not the same as it was about 10 years ago (no airline is) but has never had a non-profitable year until COVID. They taxi fast, 2 engine and start the APU on every landing. It can be done if you MANAGE correctly. Almost your entire post is irrelevant. I don’t have to ask. I flew for two of them. I know how it works. I believe you’re not comprehending what I’m saying. I’m not defending anything frontier does from a management perspective. I think we could be great if they’d change how they do things. I hope they do. Do what you can within your scope as a pilot to help this place be profitable. We won’t get more money until it is. Go about your life. Hope for record profits and a subsequent record breaking contract. Now back to your brilliant pilot CEO guidance of “just raise ticket prices”. I doubt they’ve thought of that. To you start the APU people who are afraid of killing rampers…..good grief. Whatever you need to do to feel noble at the end of the day I guess. Disregard that whole FOM nonsense. Following procedures is for the birds! Reading this thread tells me very few of you read the entire lengthy section on fuel savings. I think every little bit matters more than you think. |
Originally Posted by dracir1
(Post 4031396)
Why don't we INVEST in better people at the gate, more friendly ticket counter personnel, update our flyfrontier app and pay labor more. Then, we improve our on time rating, our customer service and our reputation. Then we charge more for a ticket to make up for the invested funds. This is the same way ALL of the other profitable airlines did it.
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Originally Posted by Brickhut
(Post 4031420)
Do you extend when CS asks you to?
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Originally Posted by 54baldwin
(Post 4031421)
I am by no means saying we do not deserve legacy pay rates. But when compared to our European ULCCs, we are paid SIGNIFICANTLY more. FO who picks up a few turns makes more than ULCC European CAs. US ULCC can only be profitable when cost are low. It’s unfortunate for us
We fly Airbus A321Neos here in the states. We should be compensated as such. |
Originally Posted by Herewegoagain
(Post 4031419)
I don’t have to ask. I flew for two of them. I know how it works. I believe you’re not comprehending what I’m saying. I’m not defending anything frontier does from a management perspective. I think we could be great if they’d change how they do things. I hope they do. Do what you can within your scope as a pilot to help this place be profitable. We won’t get more money until it is. Go about your life. Hope for record profits and a subsequent record breaking contract. Now back to your brilliant pilot CEO guidance of “just raise ticket prices”. I doubt they’ve thought of that.
Again, go back and look at SWA in the 70s vs now. They used to have $19 tickets (hundreds less than all other airlines). Now, their ticket prices are NOT CHEAP. Eventually, the only way to sustained profits is offering a better and better product (that improves over time) and charging more for that product. It's not brilliant pilot CEO guidance, it's Business 101. Every single industry (food, cars, furniture, everything). No one is suggesting JUST charging more tomorrow, there's a whole lot that comes before that to justify the increase. C'mon now bro, you're too smart to not know how any of this works... |
Originally Posted by Brickhut
(Post 4031420)
Do you extend when CS asks you to?
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Originally Posted by 54baldwin
(Post 4031421)
when compared to our European ULCCs, we are paid SIGNIFICANTLY more. FO who picks up a few turns makes more than ULCC European CAs. US ULCC can only be profitable when cost are low. It’s unfortunate for us
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Originally Posted by Planedrive
(Post 4031403)
Frontier has plenty of problems.. but me using 2 engines for safety isn’t one of them.
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Originally Posted by dracir1
(Post 4031511)
Just curious but how is 2 engine taxi safer than SE?
Seriously. These new people crack me up. |
Originally Posted by Herewegoagain
(Post 4031749)
Seriously. These new people crack me up.
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Originally Posted by CGLimits
(Post 4031755)
Well like everything else, not everything is black or white…when you start both at the gate, you have lower workload while taxiing, both pilots heads up and out, lower thrust settings during taxi, no asymmetrical thrust…in fact, while taxing on contaminated surfaces two engine taxi is a requirement…so…and you can always shut one or two down if you encounter a delay.
The airplane starts screaming at you when you advance the thrust levers for takeoff and you only have 1 engine and the apu running. ask me how I know…… |
Originally Posted by dracir1
(Post 4031396)
Normal taxi times are about 12 minutes for both takeoff and landing. Let's use 15 mins for an example. Each engine burns approx 600 lbs / hr at idle and requires a 3 minute cool down (or 3-5 minute warm up). So, that's 12 minutes of SE taxi (saving 240 lbs of fuel) or about half of what you're claiming.
Originally Posted by CGLimits
(Post 4031389)
Thank you. I start the APU 2 minutes after landing, single engine 3 after landing. As soon as the parking brake is on both engines are off. To me it’s a safety issue, period. And I am willing to bet I use less fuel than sitting at the gate for 5 min waiting to get plugged in.
Originally Posted by CGLimits
(Post 4031755)
…in fact, while taxing on contaminated surfaces two engine taxi is a requirement…so…and you can always shut one or two down if you encounter a delay.
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Originally Posted by LinaPeru
(Post 4031784)
it’s always safer to takeoff with both engines running.
The airplane starts screaming at you when you advance the thrust levers for takeoff and you only have 1 engine and the apu running. ask me how I know…… |
Originally Posted by CGLimits
(Post 4031790)
Cause you practice it every 6 months?
low fares done right |
Ground problems
Whatever happens on ground staff delays is not our problem (directly). If there's a problem it should be properly addressed and reported. As a pilot I am responsible for what I can do on my flight (more precisely Frontier,s flight) to make a few more savings trying to make the business more attractive to investors and save the business .
. Whatever they are doing with the administration of the company is way above my pay scale. |
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