Maybe the solution is for us to become like Jet Blue. A seperate carrier flying larger aircraft like Jet Blue and perhaps code-sharing with others. Sold along with our routes and assets to the shareholders (spin off) to serve our markets comparable to Jet Blue. Why, we would even get rid of these hideous little RJ's and fly E-190's. Then we wouldn't be the evil bad guys anymore right ?

Of course we would. We'll ALWAYS be the "unwashed" in your eyes with eradication and execution the only worthy course.

Now this is a PERFECT example of what I'm talking about.............unbridled rage and hatred.

Here SOMEONE ELSE makes the statement that I'm a "mjaor airline" pilot and you turn it into an attack on me as if I said it. Please, SHOW ME WHERE I SAID THIS....................EVER.

Man, you REALLY got some emotional issues going.

Mod note to all:

I would suggest that the personal attacks and bashing be left off the forums in the future. The mudslinging does nothing but take the thread off topic and is unnecessary.

Methinks Eaglefly doth protest too much.

One point that may have been overlooked: The major airlines are ALREADY legally responsible for the crashes of the regional airlines they hire...

We've already been through that, with the likes of American Eagle, where AA pioneered the model whereby the major owns the regional carriers in stead of having strictly contract relationships. It does not change much from a liability standpoint, and in fact probably increases overall liability, but what it does do is force the hand of the major to create systematic oversight over the regional carrier.

It wouldn't make a bit of difference. Reason: The wholly-owned regional subsidiaries ARE corporations, and most only own a single certificate.

Me protest ?

I'm perfectly happy with where I'm at (and going) and that apparently angers others who want me not to be......................Methinks you're one of them.

After all, as one whose fingerprints are on the olive branch in our backs, it's what I'd expect you to say, just like O.J. said about the bloody gloves.

Same concept.

:D

I'll buy that.

Nothing much will change.

I wholeheartedly agree with the first paragraph of your statement. You hear "one level of safety" trotted out at every hearing, every meeting involving the differences in operations oversight, safety systems and all of the rest. The reason is that the general public, which is the main audience for this statement, does not have any idea whatsoever about the divergence of safety standards that is demonstrable the further one looks down the commercial aviation food chain. Nor do members of Congress know or probably want to know, the grisly details of the stratified levels of safety that exist throughout the hierarchies of commercial aviation. Did they delve into this immediately after CO3407? Not really. Did they delve into it after one of their own, Sen. Paul Wellstone and his family were killed, due to a lower level of safety in the operation of the airplane he was riding on? No.

Your post went on to suggest that the CO3407 tragedy will fade away into memory eventually, and we'll get back to business as usual. I'd say you're right, except to say that, notwithstanding some hearings and some grandstanding, we have already returned to business as usual.

Don't worry--it's not going to happen.

You've got that right. As the last twenty-five years of history has proven.

The Majors who hire regionals or third party companies are not nearly as accountable as you might think. In the case of 3407 and most contracts the legal responsibility is on the third party contractor. The lawyers havent gotten a chance to fight it but in every press release CAL has distanced themselves from Colgan, Pinnacle, and any regional by saying "we will try and assist their company in dealing with this issue." They have said that they are not liable for what their contractors do. This is the reason that Colgan's insurance will pay for most of the damages and CAL will get off without paying any major losses. They will try and sue CAL, airplane manufacturer, etc... but most cases will be dismissed and end up with the liability resting on Colgan.

If colgans insurance company goes bankrupt... then it will get interesting. Some states have laws that say the client whose case bankrupted the insurance company must "attempt" to make the debtors whole. The legal storm is just getting started in the 3407 case.


You missed what he was saying. He wants them to limit the number of certificates flying for a corportation. An example would be if Continental is the corporation. Only one certificate flying Continetal passengers with a gold globe on the tail. No regionals or subcontracting of flying is permissable. Codeshares would be a tricky thing to work out under this idea.

I looked into the size of the insurance company behind the 3407 lawsuits and found out there are two separate companies that are splitting the awards. So a bankruptcy is unlikely but the insurance companies can then sue whoever they like to recoup their losses.

"Insurance Day said the insured value of the aircraft was USD19 million and significant liability claims are expected from the crash. According to Insurance Day, Continental Airways is part of an airline insurance group placement that comes under the umbrella of Northwest. Northwest merged with Delta Airways in October 2008 and although Colgan was operating the flight for Continental, market sources said the hull and liability was covered under a Northwest-Delta plan. Sources added that Northwest’s lead insurer is Global Aerospace Underwriting Managers Ltd and Delta’s lead insurer is United States Aviation Insurance Group. Insurance Day said this has led to the insurers splitting the liability for the incident." RISK-i Update: Plane Crash, Buffalo, New York | GCCapitalIdeas.com

A bankruptcy is unlikely. The insurance industry is regulated, and you could not write a policy which you had no resources to pay on.

Anyone insuring an airline obviously knows that a hull-loss will cost $1B+. It is also normal to re-insure part of the policy to spread your exposure (and revenue) out among wholesale insurers.

An insurance BK is more likely in the event of a natural disaster, where multiple customers will have claims. I'm sure any airline insurer can pay on a single hull loss.

The insurance company will subrograte if they can, but I doubt there will be any easy targets.