Come work for Allegiant…it's pure PLATINUM!
07-11-2014 | 10:18 PM
#31
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As someone who worked there for 4 years and left I can say all this (and more) is true. Like I tell everyone who asks me it's a good job if you have NO job (bc it's a paycheck) but if you have a job it's not worth it.
07-12-2014 | 04:26 AM
#33
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From: 7th green
Let me repeat that for the willfully obtuse:
NOT EVERYONE WILL GET A MAJOR AIRLINE JOB.
Compare the number of ATPs with the number of available major airline jobs. Even the dullest math student can figure it out. It amazes me a Delta pilot can't.
07-12-2014 | 04:28 AM
#34
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From: 7th green
07-12-2014 | 04:55 AM
#35
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Joined: Feb 2011
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07-12-2014 | 08:40 AM
#36
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Swimmin' in da pool
Joined: Jan 2014
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Wikipedia's take on ValueJet
The airline went public in June, 1994 after a year of tremendous growth with the addition of 15 aircraft since the first flight in 1993. They became the fastest airline to make a profit in the history of American aviation, earning US$21 million in 1994 alone. In October 1995, ValuJet placed an order with McDonnell Douglas for 50 MD-95 jets (now known as the Boeing 717) with an option for 50 more. To keep costs low, the airline bought many used aircraft from around the world. At the time ValuJet's fleet was among the oldest in the United States, averaging 26 years. In 1995, the airline sued Delta Air Lines and TWA over landing slots.[4]
ValuJet took aggressive measures to hold down operating costs. Its employees were paid well below prevailing market costs. The airline did not own any hangars or spare parts inventories. ValuJet also required pilots to pay for their own training and only paid them after completed flights. It also gave flight attendants only bare-bones training. It also outsourced many functions other airlines handle themselves. For instance, it subcontracted maintenance to several companies, and these companies in turn subcontracted the work to other companies. Whenever delays were caused by mechanics, ValuJet cut the pay of the mechanics working on that plane. [5][6]
Safety problems
In August 1995, the Department of Defense (DoD) rejected ValuJet's bid to fly military personnel. In a scathing report, the DoD cited serious deficiencies in ValuJet's quality assurance procedures.[5]
The Federal Aviation Administration's (FAA) Atlanta field office sent a memo on February 14, 1996, to Washington, D.C., stating that "consideration should be given to an immediate FAR-121 re-certification of this airline" - in other words, the FAA wanted ValuJet grounded. ValuJet airplanes made 15 emergency landings in 1994, 57 in 1995, and 57 from January through May 1996. In February the FAA ordered ValuJet to seek approval before adding any new aircraft or cities to their network, something the industry had not seen since deregulation in 1979. This attempt at removing ValuJet's certification was "lost in the maze at FAA" according to NTSB Chairman Jim Hall.[7] By this time, ValuJet's accident rate was not only one of the highest in the low-fare sector, but was more than 14 times that of the legacy airlines.[5]
The airline went public in June, 1994 after a year of tremendous growth with the addition of 15 aircraft since the first flight in 1993. They became the fastest airline to make a profit in the history of American aviation, earning US$21 million in 1994 alone. In October 1995, ValuJet placed an order with McDonnell Douglas for 50 MD-95 jets (now known as the Boeing 717) with an option for 50 more. To keep costs low, the airline bought many used aircraft from around the world. At the time ValuJet's fleet was among the oldest in the United States, averaging 26 years. In 1995, the airline sued Delta Air Lines and TWA over landing slots.[4]
ValuJet took aggressive measures to hold down operating costs. Its employees were paid well below prevailing market costs. The airline did not own any hangars or spare parts inventories. ValuJet also required pilots to pay for their own training and only paid them after completed flights. It also gave flight attendants only bare-bones training. It also outsourced many functions other airlines handle themselves. For instance, it subcontracted maintenance to several companies, and these companies in turn subcontracted the work to other companies. Whenever delays were caused by mechanics, ValuJet cut the pay of the mechanics working on that plane. [5][6]
Safety problems
In August 1995, the Department of Defense (DoD) rejected ValuJet's bid to fly military personnel. In a scathing report, the DoD cited serious deficiencies in ValuJet's quality assurance procedures.[5]
The Federal Aviation Administration's (FAA) Atlanta field office sent a memo on February 14, 1996, to Washington, D.C., stating that "consideration should be given to an immediate FAR-121 re-certification of this airline" - in other words, the FAA wanted ValuJet grounded. ValuJet airplanes made 15 emergency landings in 1994, 57 in 1995, and 57 from January through May 1996. In February the FAA ordered ValuJet to seek approval before adding any new aircraft or cities to their network, something the industry had not seen since deregulation in 1979. This attempt at removing ValuJet's certification was "lost in the maze at FAA" according to NTSB Chairman Jim Hall.[7] By this time, ValuJet's accident rate was not only one of the highest in the low-fare sector, but was more than 14 times that of the legacy airlines.[5]
07-12-2014 | 09:57 AM
#37
Gets Weekends Off
Joined: Jul 2012
Posts: 480
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The parallels are jaw dropping. Anyone other than the President and CEO would quickly recognize the alarming similarities. They don't see it because they don't take any responsibility for what happened at ValuJet. They blame everyone except themselves. Nonetheless, here they are again, proceeding unabated with the exact same philosophies and mindless, cut-through-the-bone business practices that resulted in the last disaster. Like ValuJet, Wall Street will love them and the feds will be powerless until the inevitable happens again. I really hope I'm wrong.
They very masterfully distanced themselves in valujet by outsourcing the maintenance. Wasn’t ValuJet per se that put those canisters on the airplane. Plausible deniability is the name of the game for these cats.
07-12-2014 | 10:09 AM
#38
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Joined: Jul 2014
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From: gear polisher
07-12-2014 | 10:30 AM
#39
Line Holder
Joined: Oct 2010
Posts: 1,990
Likes: 185
Absolutely. I agree 100%.
Hopefully a contract will come sooner than later, and Allegiant will become a decent place to be again. Might take some self help, but I think it's the only way this management team will listen. Go get 'em guys.
Hopefully a contract will come sooner than later, and Allegiant will become a decent place to be again. Might take some self help, but I think it's the only way this management team will listen. Go get 'em guys.
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