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Originally Posted by CALFO
(Post 1557504)
Hoss,
All else aside, which you prefer: flying city pairs such as Ewr-Snn with a 757 that makes a profit or with a 767 that loses money and eventually the route to alliance partners? Everyone would prefer to operate bigger equipment but there IS a cost/benefit analasys that must be performed for every market. I would much rather have a high paying job flying a smaller airplane on these routes than no job at all. This really is an issue with FAR 117 and a compete lack of planning on the part of the company (MANAGEMENT) yet once again. Using an airplane that doesn't have the legs to get the job done without a fuel stop is just icing on the cake. But blaming this on unmotivated UAL workers as Knotcher did is about the most brain dead, ignorant, and unilaterally ridiculous statement that I've ever read here on APC and that is saying something. |
Originally Posted by contrails
(Post 1557398)
Outsider looking in here, but just curious, what's the latest with Sparky? How has it been doing in day to day ops, still having issues??
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Originally Posted by CALFO
(Post 1557504)
Hoss,
All else aside, which you prefer: flying city pairs such as Ewr-Snn with a 757 that makes a profit or with a 767 that loses money and eventually the route to alliance partners? Everyone would prefer to operate bigger equipment but there IS a cost/benefit analasys that must be performed for every market. I would much rather have a high paying job flying a smaller airplane on these routes than no job at all. CAL put 757s on these routes because they didn't have the appropriate metal to fly them properly. That's it. It wasn't a long-term plan to intentionally fly 757s to Europe. |
Originally Posted by Airhoss
(Post 1557498)
I keep hearing this from clowns like you so lets put some facts to the fiction.
The weight restrictions are on 737-900's LCAL airplanes being flown by L-CAL pilots and managed my LCAL managers this has NOTHING to do with the UAL workforce. The 756's Europe issues are on LCAL airplanes flown primarily by LCAL pilots and manged by LCAL managers this has NOTHING to do with the UAL workforce. The worst bases with the worst turn times and most mishandled bags are EWR and IAH this has NOTHING to do with the UAL workforce. Shares is an LCAL system put in place by LCAL managers this has NOTHING to do with the UAL workforce. The new crew scheduling system (Pheonix is it?) Is an LCAL system put in place by LCAL managers this has NOTHING to do with the UAL workforce. The complete and total mismanagement of crew and airframe resources once again that is an LCAL management issue. Hundreds upon hundreds of 76T F/O's sitting idle while they could all be productive in other fleets, once again complete arrogance from the LCAL side, they are going to let "attrition" take care of a problem that could be solved in year or so with legal and strategic displacements. The above issues have NOTHING I repeat NOTHING to do with the lack of motivation of any UAL workforce. These are all mismanagement issues on a grand scale. So put the blame where the blame is due my friend. This is a management issue. It has nothing to do with LCAL or LUAL pilots or other "co-workers" and for you to say that it does shows a major lack of thought, knowledge and arrogance. So in your twisted view are the 787 problems the fault of an unmotivated UAL workforce too? How about the lack of planning in regards to FAR 117? How about Jeffy laying off hundreds of rampers the week before Christmas? |
Originally Posted by pilot64golfer
(Post 1557548)
The operating cost difference is little in these airplanes, but the revenue potential is much greater in a 767. Clearly making fuel stops costs more money for labor and gas than just putting a 767 on the route in the first place.
CAL put 757s on these routes because they didn't have the appropriate metal to fly them properly. That's it. It wasn't a long-term plan to intentionally fly 757s to Europe. |
Originally Posted by Knotcher
(Post 1557568)
. And once again with the EWR and IAH thing well we will have to agree to disagree (IAD, SFO, ORD,
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Hoss,
IAH and EWR are not the most mishandled bags in the system. EWR is changing their baggage processing system as we speak. While I can't believe we decided to make the change during the holidays the new system will handle twice as much baggage loads as before. It's a great improvement just bad timing in my mind. IAD is really struggling and so is ORD. SFO had their station mgr fired last year. Pointing arbitrary fingers and screaming CAL's fault is not helping. I can point to ORD and their Zone operations and how they just fired some critical station people there because it is a total goat rope there. It comes down to if the job can't get done, move on and find people, CAL or UAL, who can get the job done. |
Hey Knotcher,
What is the new crew desk program that they are having so much trouble learning to use called? I was kind of asking a question there. That is why it's in parenthesis with a question mark. |
737's and 787's don't "make" money. They are tools to get the job done. The company's ability to run their business is what makes money.
Using the wrong tool for the wrong job is bad business. Not adjusting for a new set of regulations that were known to be coming for over 2 years is bad business. The "right tool" for Hawaii is a high density low cost airplane. Maybe the 900 fills the bill. Maybe not. 757's and "cattle car" 767's were perfect. Personally I can't believe the FAA allows ETOPS on the guppy. It just doesn't have the system redundancy required of other ETOPS airplanes. 757's going to Europe? Not so much. Maybe the very short routes to Scotland, but not farther. Sparky? Someday hopefully. If it works we will probably have a bunch of them with a lot of highly paid pilots flying them. |
Originally Posted by CALFO
(Post 1557576)
Do you have numbers to back that up? Wait.......I know the answer.
CAL flew 757s to Europe and only made money in 2 of the last 9 quarters prior to being bought by UAL. Those are the numbers. |
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