Frontier Hiring.
#1062
Gets Weekends Off
Joined APC: Jan 2009
Posts: 1,459
I agree with your assertion. I wasn't trying to say we need to hug it out with our new owners. We are just a number, a meaningless labor unit in their eyes. The big picture is Indigo has an opportunity to make a huge amount of money in a relatively short amount of time, but that won't happen if this place is run like it is being run today. There is a huge disconnect between the line, middle and upper management, and Indigo.
#1063
Gets Weekends Off
Joined APC: Nov 2010
Position: A320 Captain
Posts: 641
Sulkair, post 1058 is spot on! We have been warned by the Spirit pilots and now every little thing in our contract is being scrutinized. This is definitely not the friendly labor/management relationship that we once had before.
Zoo, post 1060 is also correct. There is a huge disconnect between everybody now. I hope we (FAPA), can reel management/Indigo back in. My gut is telling me that this ship has sailed. Everybody could win here. What I mean by this is that Indigo wants to make a huge profit and I am on board. I also want to make more money as well but Indigo is not allowing us to. Very sad indeed.
Zoo, post 1060 is also correct. There is a huge disconnect between everybody now. I hope we (FAPA), can reel management/Indigo back in. My gut is telling me that this ship has sailed. Everybody could win here. What I mean by this is that Indigo wants to make a huge profit and I am on board. I also want to make more money as well but Indigo is not allowing us to. Very sad indeed.
#1066
Gets Weekends Off
Joined APC: Jul 2009
Posts: 624
Scott was never President but your point still stands. He reads this thread as well, and I don't think it is funny at all when his interpretations change.
#1069
The last few years with our Non-reps the turdsters doesn't help.
But then again they never held a Single system board so.... maybe?
#1070
This is a quote from Flying the Line II...
"In fact, a plausible case can be made that intangible considerations of prestige and status played a powerful role in motivating top airline executives like Ferris, Lorenzo, and later, Carl Icahn, the corporate raider and financial manipulator who would seizeTWA in 1986.Perhaps their drive to cut pilot salaries sprang from competitive urges run amok, a kind of antilabor feeding frenzy among boardroom sharks.To be able to walk into the exclusive forums where these top CEOs rubbed elbows, where they could revel in their colleagues’approval (or envy) of the way they had stood tall against labor,particularly the haughty pilots, might explain a lot. Certainly, rational economic analysis cannot entirely explain the economic damage that Lorenzo and Ferris did to ALPA, their airlines, and ultimately themselves.Answers might be available in the field of abnormal psychology, however."
"In fact, a plausible case can be made that intangible considerations of prestige and status played a powerful role in motivating top airline executives like Ferris, Lorenzo, and later, Carl Icahn, the corporate raider and financial manipulator who would seizeTWA in 1986.Perhaps their drive to cut pilot salaries sprang from competitive urges run amok, a kind of antilabor feeding frenzy among boardroom sharks.To be able to walk into the exclusive forums where these top CEOs rubbed elbows, where they could revel in their colleagues’approval (or envy) of the way they had stood tall against labor,particularly the haughty pilots, might explain a lot. Certainly, rational economic analysis cannot entirely explain the economic damage that Lorenzo and Ferris did to ALPA, their airlines, and ultimately themselves.Answers might be available in the field of abnormal psychology, however."
Also from Flying the Line II:
"By the late 1960s, most airline pilots flying the line believed they had seen the last of predatory managers who might threaten their livelihoods. ALPA had won repeated victories at the bargaining table and had beaten back challenges to its status as the preeminent voice of professional airline pilots. A certain mythology emerged, which found far too many pilots willing to believe that the tough, disciplined Old Guys who had created ALPA during the era of wooden wings had won all of the wars and that only tranquility stretched ahead for their legacies in modern jet cockpits. Far too many airline pilots contented themselves with running businesses on the side, polishing their golf games, or simply relishing the good life they lived....
When airline deregulation first began to make it headway in Congress, most ordinary airline pilots paid little attention. ALPA's leaders opposed it, as did most of the major airlines for which they worked. ALPA's presidents and national officers, who have always tended to be more politically aware than the rank-and-file, saw clearly that deregulation posed dangers for their union. But by the early 1970s, the typical airline pilot, like military officers who extol free enterprise will living in a cocoon of government benefits, had become a reflexive political conservative who seemed oblivious to these benefits derived from unionization and government regulation. Consequently, ALPA's officers took considerable flack from rank-and-file pilots for opposing "free enterprise."
"I often marveled at the utter ignorance of my colleagues," says Bill Himmelreich, a retired Northwest Airlines Capt. "Sometimes I had to sit there and listen to a kid copilot making $60 grand a year say, 'What good is ALPA? We're professionals! Why do we need a labor union?' The little jerk actually thought he was worth his salary. He wasn't! What he was really worth was what Frank Lorenzo would pay him on New York Air, about $16 an hour. All the rest was gravy, courtesy of our union."...
By the early 1980s, as deregulation began to hit home, the absurdity of a group of trade unionists mouthing the platitudes of free market ideology was obvious. What was not so apparent to an airline pilot living in a snug Republican suburb during the 1970s, was painfully clear by the early 1980s. But in fairness to ALPA's leadership during the 1970s, we must remember that they did not pull their punches when denouncing airline deregulation. The problem was that the rank and file output member simply wasn't listening. J.J. O'Donnell never ceased evangelizing against deregulation, despite considerable flak from his rank-and-file.
"We are a trade labor movement," O'Donnell constantly warned skeptical pilots during the 1970s. "When we forget that, we start getting dumped on."
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