Rumor SkyWest Inc. receives new jet financing?

[WalterSobchak]

Ol' Walter ain't so stupid, eh?

 

[JumpersAway]

That is not brand scope. Brand scope is mainline scoping in ALL flying done under their brand. In other words, if the airplane says united, delta, or American on it, it is flying by pilots on the united, delta, american seniority list, respectively.

You are talking about scope, in general. What you refer to would be the second stage to what I mention. In general, regardless of term, it's an unlikely solution anyway.

 

[Nevets]

You are talking about scope, in general. What you refer to would be the second stage to what I mention. In general, regardless of term, it's an unlikely solution anyway.

Very unlikely. Just pointing out what specifically brand scope really is. It's got the word brand in it for a reason. I wasnt talking about scope in general as that can mean whatever mainline decides to operate. I was specifically responding to your comment that specifically said brand scope. What you wrote is not even close to being brand scope.

 

[JustaNumber]

Arguing about brand scope is like arguing about what the tooth fairy looks like, but that being said...

I believe the original idea for brand scope was for all the unions flying for a particular brand, both mainline and all the regionals, to get together (as in forming a "union"...imagine that!), and decide the minimum contract standards for any entity flying for that brand, and this would be codified in every contract. The idea (whether it's right or not) is to attempt to create a monopoly on labor. Of course the only entity with any real leverage is the mainline union, and as was said earlier, they don't want to waste their negotiating capital on this. What they don't realize is that by enabling the race to the bottom at the newest cheapest regional, the market (and/or bankruptcy judges) will find a way to send mainline jobs to that regional. Guaranteed. So much for the concept of a pilot "union."

 

[XPOO]

Ol' Walter ain't so stupid, eh?

And as stated by the original poster, some online aviation news site has BR quoted as saying SkyWest, Inc. is looking to put in a 300 aircraft order of 70+ seat jets to replace its entire fleet of 50-seaters.

Won't know until an order is placed.

 

[pilotyip]

And as stated by the original poster, some online aviation news site has BR quoted as saying SkyWest, Inc. is looking to put in a 300 aircraft order of 70+ seat jets to replace its entire fleet of 50-seaters.

Won't know until an order is placed.

maybe 90+? 100+?

 

[Jon Rivoli]

maybe 90+? 100+?

I don't expect them to do anything dramatic without Delta and Unical completely on board so long as they can remain profitable. Once they can no longer make a profit under current arrangements I expect that is when they will deploy the $750 million in the bank and whatever "new jet financing" they have to evolve into whatever comes next, using the leverage of 700+ aircraft to gain the acquiescence of mainline partners.

SkyWest Inc. operates about 50% of the flight schedule of Unical and carries 20-25% of their passengers. I'm sure the numbers are similar for Delta. No one has the ability to replace the flying they do; not mainline and not other regional competitors (one of which is bankruptcy and the other is teatering. Mesa will probably cease to exist when the current Airways contract expires.

So Genny Lee, Jerry informs Delta he is buying 300 100-125 seat C-series Canadairs to replace all of the 50 seaters, what do you do? Lose 20% of your traffic or code share? You don't have the capacity to back fill. The Comair strike only took down Cincy, cut ties with SKYW and you lose ATL, MSP, and SLC.

Anderson knows what is coming and has been doing what he can to gain leverage, but especially with Pinnacle in bankruptcy and Republic on the ropes he doesn't have too many cards to play.

The earnings call is later this week. If profitable, the song remains the same, for now. If not?

 

[Homer Jay]

I don't expect them to do anything dramatic without Delta and Unical completely on board so long as they can remain profitable. Once they can no longer make a profit under current arrangements I expect that is when they will deploy the $750 million in the bank and whatever "new jet financing" they have to evolve into whatever comes next, using the leverage of 700+ aircraft to gain the acquiescence of mainline partners.

SkyWest Inc. operates about 50% of the flight schedule of Unical and carries 20-25% of their passengers. I'm sure the numbers are similar for Delta. No one has the ability to replace the flying they do; not mainline and not other regional competitors (one of which is bankruptcy and the other is teatering. Mesa will probably cease to exist when the current Airways contract expires.

So Genny Lee, Jerry informs Delta he is buying 300 100-125 seat C-series Canadairs to replace all of the 50 seaters, what do you do? Lose 20% of your traffic or code share? You don't have the capacity to back fill. The Comair strike only took down Cincy, cut ties with SKYW and you lose ATL, MSP, and SLC.

Anderson knows what is coming and has been doing what he can to gain leverage, but especially with Pinnacle in bankruptcy and Republic on the ropes he doesn't have too many cards to play.

The earnings call is later this week. If profitable, the song remains the same, for now. If not?

UniCal will not be relaxing scope in any form. Keep dreamin'.

 

[General Lee]

I don't expect them to do anything dramatic without Delta and Unical completely on board so long as they can remain profitable. Once they can no longer make a profit under current arrangements I expect that is when they will deploy the $750 million in the bank and whatever "new jet financing" they have to evolve into whatever comes next, using the leverage of 700+ aircraft to gain the acquiescence of mainline partners.

SkyWest Inc. operates about 50% of the flight schedule of Unical and carries 20-25% of their passengers. I'm sure the numbers are similar for Delta. No one has the ability to replace the flying they do; not mainline and not other regional competitors (one of which is bankruptcy and the other is teatering. Mesa will probably cease to exist when the current Airways contract expires.

So Genny Lee, Jerry informs Delta he is buying 300 100-125 seat C-series Canadairs to replace all of the 50 seaters, what do you do? Lose 20% of your traffic or code share? You don't have the capacity to back fill. The Comair strike only took down Cincy, cut ties with SKYW and you lose ATL, MSP, and SLC.

Anderson knows what is coming and has been doing what he can to gain leverage, but especially with Pinnacle in bankruptcy and Republic on the ropes he doesn't have too many cards to play.

The earnings call is later this week. If profitable, the song remains the same, for now. If not?

Scope is being negotiated right now as we speak, the company came to talks early (for some reason?) even though the ammendable date is Dec 31st of this year. So, they must have bigger things on their mind (management), and on our contract survey SCOPE and PAY were the two highest priorities. So, I would guess it only gets tightened. I would have to think the majority wouldn't want one extra 76 seater, and other scope provisions (like things you are suggesting with holding companies, etc), would get tighter too. Republic owns Frontier, and they have planes over 100 seats (320s, 319s, etc), but they don't codeshare with us (F9), or fly any routes for us. If SkyWest were to start something like that, I would imagine that Delta wouldn't like that (like INDY AIR) and proceed to smack it down hard. I just don't see it happening, and if there is language that possibly could allow something like that, it is probably getting fixed too. The rumor about the 717s coming from Southwest (Airtran), would negate any reason why the airline would need C-Series planes from you. There are supposedly 120 717s out there, and if the rumor come to fruition, that may fill out the needs for the 100 seater domestically. The planes are a lot cheaper than those C-series, and the engines could have a "power by the hour" lease. We'll see, but those 717s COULD satisfy the 100 seat needs.


Bye Bye---General Lee

 

[CFIT]

Rumors I've heard from management;

Smisek want s bigger planes at SkyWest, since he just got a 9 Million dollar raise today I'm sure he"ll work hard torwards that.

Code Share Agreements with both Delta and UniCal, supposedly the new angle for larger aircraft. Not sure how possible it would be with their current pilot contracts?

Big agreement for lift at American, with larger aircraft also, if the USAir aquisition is thwarted.

None of the current Mesa contracts with UniCal or USAir will be renewed, and expecting much more flying as a result.

Per the article from Bloomberg, I asked about CRJ1000's for Alaska and was told by the top guy, a smiling, "no comment". A Bloomberg interview with a VP at Bombardier mentioned 6 CRJ1000 deliveries to Alaska.



Don't know how plausible any of it is but it does seem possible?

I personally think whatever happens at American will set the tone for the rest of the industry.

 

[General Lee]

Rumors I've heard from management;

Smisek want s bigger planes at SkyWest, since he just got a 9 Million dollar raise today I'm sure he"ll work hard torwards that.

Code Share Agreements with both Delta and UniCal, supposedly the new angle for larger aircraft. Not sure how possible it would be with their current pilot contracts?

Big agreement for lift at American, with larger aircraft also, if the USAir aquisition is thwarted.

None of the current Mesa contracts with UniCal or USAir will be renewed, and expecting much more flying as a result.

Per the article from Bloomberg, I asked about CRJ1000's for Alaska and was told by the top guy, a smiling, "no comment". A Bloomberg interview with a VP at Bombardier mentioned 6 CRJ1000 deliveries to Alaska.



Don't know how plausible any of it is but it does seem possible?

I personally think whatever happens at American will set the tone for the rest of the industry.

You do have some interesting rumors. Reading them, here's my opinion.

Smisek WANTS bigger planes for SkyWest? Sure he does. His pilots disagree, which means it probably won't happen. The FCAL pilots never let any jets larger than 50 seats hit the property, and the FUAL pilots are livid over the amount of larger RJs that have trampled over their prior 737 routes. I would guess they would throw a big NO at Smisek.

The USAir merger probably WILL happen. You can bet Parker has promised the world to the APA for their support. Without it, he probably couldn't get the creditors to sign on for his plan. He also stated (in the APA notes from the Parker meeting) that he hates 50 seaters because they are uneconomical. Could he change his mind? I bet he wrote up prelim contracts with ALL of the AMR employee groups, and none of them would want to get replaced by Regional employees. The APA lead council attorney was there too. They aren't dumb. Eventually there will be 3 large legacies, and that will help with profits by getting rid of another legacy (US) and merging it in with AMR. Less competition means more profits for these guys, and that's all they care about.

We'll see.... You just never know...



Bye Bye---General Lee

 

[dojetdriver]

SkyWest Inc. operates about 50% of the flight schedule of Unical and carries 20-25% of their passengers.

Depends on how you're measuring "schedule". Are you using total departure, or block hours flown, or what?

L-UAL's scope dictates that 50% of the flying can be performed by UAX carriers If SKW had 50%, they'd be WAY over that mark when you toss in RAH, and anybody else.

JA may have the biggest chunk of UAX, but that 50% is shared amongst EVERY other UAX carrier out there.

 

[Nevets]

Per the article from Bloomberg, I asked about CRJ1000's for Alaska and was told by the top guy, a smiling, "no comment". A Bloomberg interview with a VP at Bombardier mentioned 6 CRJ1000 deliveries to Alaska.

Hopefully they are flown by pilots on the Alaska Airlines seniority list.

 

[General Lee]

Hopefully they are flown by pilots on the Alaska Airlines seniority list.

They may not be. But, if Alaska joins the merger parade, the other airline they might merge with may not allow CRJ-1000s in their scope clause, and that would mean they would be GONE. I have always wondered why Horizon got rid of their CR7s. They seemed to be a great fit on the SEA to YYC and YEG flights. Maybe it was because if they were to merge with someone who already has a limit for OWNED 70/76 seaters, that might negate any possible merger with that particular airline. Who knows? Just a guess.


Bye Bye---General Lee

 

[General Lee]

I don't think the UAL guys are giving up on Scope

United Pilots Want Talks Declared at Impasse

By Susan Carey WSJ.com

Unionized pilots at United Airlines, impatient over the slow pace of contract negotiations aimed at reaching a new joint labor accord covering them and their counterparts at the Continental Airlines union, asked the Air Line Pilots Association to submit a request that United pilots be released from mediated contract negotiations.

If the National Mediation Board, the federal agency that oversees labor relations in the airline industry and is currently mediating the bargaining, decided the talks weren't fruitful, it could release the pilots into a so-called 30-day "cooling off" period, after which the pilots could strike. The NMB routinely receives such requests but doesn't honor them when talks seem to be making progress. The NMB didn't return a phone call on Monday. United, in a statement, said it is "committed to reaching agreements quickly, but those agreements must be fair to the company and fair to employees."

Capt. Jay Heppner, chairman of the ALPA leadership council representing the 6,500 United aviators, said his members "have been driven by an intransigent, out-of-touch management team that refuses to do its part in negotiating a collective bargaining agreement" that recognizes the sacrifices the pilots have made to United since its bankruptcy filing a decade ago.

Capt. Heppner, a 27-year United veteran who flies a Boeing 777, was elected last year to a two-year term as chief of the ALPA branch at United, and took office in January. In the middle of April, he warned his pilots that if United management didn't agree to complete the contract talks by June 1, he would seek an NMB release from the talks as a prelude to a possible word stoppage. The pilots and company have been in negotiations for nearly two years, with the task made more complex by the addition of the 4,500 Continental pilots as a result of the 2010 merger of the two carriers.

Capt. Heppner, who has directed the creation of a website called, is opposed to what he refers to as the escalating "outsourcing" of United pilot jobs to regional airlines, and out "off-shoring" of United pilot jobs to foreign airlines with which United Continental has code-sharing relationships, both of which he says compromise safety.
The ALPA branch at Continental was taken by surprise by Capt. Heppner's Monday deadline for seeking an NMB release in the absence of United's commitment to reach a new deal by June 1, according to internal union documents. Recently negotiators from both pilot branches and the company agreed on a process and a timeline designed to reach a deal by mid-June.

Subsequently, Capt. Jay Pierce, chief of the Continental ALPA group, said all of the pilots at both units "are extremely frustrated with not having a joint contract," and are "deeply disappointed with the overall progress to date. He said he met with Capt. Heppner to learn more details of his plan "and are in the process of fathering additional information … to determine how best to move forward from this point."
Write to Susan Carey



Bye Bye---General Lee
​

 

[CLARKGRSWOLD]

Rumors I've heard from management;

Smisek want s bigger planes at SkyWest, since he just got a 9 Million dollar raise today I'm sure he"ll work hard torwards that.

Code Share Agreements with both Delta and UniCal, supposedly the new angle for larger aircraft. Not sure how possible it would be with their current pilot contracts?

Big agreement for lift at American, with larger aircraft also, if the USAir aquisition is thwarted.

None of the current Mesa contracts with UniCal or USAir will be renewed, and expecting much more flying as a result.

Per the article from Bloomberg, I asked about CRJ1000's for Alaska and was told by the top guy, a smiling, "no comment". A Bloomberg interview with a VP at Bombardier mentioned 6 CRJ1000 deliveries to Alaska.



Don't know how plausible any of it is but it does seem possible?

I personally think whatever happens at American will set the tone for the rest of the industry.

You must be a junior FO right ? BTW UAL just renewed Mesa's 700 contract.

So you picked up Mesa's old 200 flying, now your getting all of the rest ?

Mainline Pilot will never agree to a substaintal increase in RJ's-

SKYW is on the hook for 100's of old 50 seaters, good luck my friend.

 

[pilotyip]

Mainline Pilot will never agree to a substantial increase in RJ's-

And as posted many times before, it is the mainline pilots who got us into this mess by not bringing all jets into the mainline with dirt wages but a seniority list number that allowed movement into the bigger equipment after paying your dues.

 

[IBNAV8R]

You guys are all forgetting who owns the checkbook.

Whether you like it or not, fair or not, your fault or not, the power is not with labor anymore. That was traded to the devil about 20 years ago. Of course, Mr. Carter (Now the THIRD worst president ever) didn't do us any favors in 1978. Neither did slick willie (most favored nation, NAFTA, AA strike - and #2 worst president) But, the biggest blow happened before any of us were even born. in 1936, the RLA was extended to cover airline employees - effectively cutting off our collective cajones for generations to come. Incidentally, guess which party controlled BOTH houses of the 74th congress as well as the oval office. But it's good to see unions still giving their whole-hearted support.

So you can chest-beat all you want but it all comes down to economics.

 

[Sig]

filler blah blah

AA strike

etc and so forth

The what? Oh- you mean when the PEB was 'activated' because the APA and AMR asked for it? Why didn't the PEB actually complete the process and have congress--- never mind.

So you can chest-beat all you want but it all comes down to economics.

And a gold star for you! Salient point.

 

[Jon Rivoli]

Scope is being negotiated right now as we speak, Blah blah blah. So, they must have bigger things on their mind (management), blah blah SCOPE and PAY were the two highest priorities. blah blah blah.



Bye Bye---General Lee

Scope or pay. Choose.

As for 717's, you have a lot of really old airplanes that need replacing. Spending a ton of money on flying that you can't do profitably just doesn't make any sense. Buying up a bunch of twenty year old orphan airplanes from third world countries is another questionable decision. I does seem that Anderson is trying to undue history though, something that never ends well.

How about we get a new administration, rein in the FED, develop domestic energy to bring down the price of oil/ jet fuel to where we can all make money again and stop pitting pilots against pilots.

 

[Freebrd]

Scope or pay. Choose.

How about we ...................pitting pilots against pilots.

and what will OysYoYo/Jenny Leigh do then?

-1

 

[General Lee]

Scope or pay. Choose.

As for 717's, you have a lot of really old airplanes that need replacing. Spending a ton of money on flying that you can't do profitably just doesn't make any sense. Buying up a bunch of twenty year old orphan airplanes from third world countries is another questionable decision. I does seem that Anderson is trying to undue history though, something that never ends well.

How about we get a new administration, rein in the FED, develop domestic energy to bring down the price of oil/ jet fuel to where we can all make money again and stop pitting pilots against pilots.

Management wanted the talks to start early, so I think they have something else they are thinking about. As far as airplanes, there are a lot of planes that need replacing, but that is already being addressed by Management. Have you seen the number of MD90s coming onboard lately? They supposedly cost around $7 million each used, including the engines.(third world countries? China and Japan? They tend to take fairly good care of their planes. The Saudia ones may have some dust in them, but they may become spare parts, allowing those planes to continue to live on forever) Throw in 120 717s that are out there, and 100 new 737-900ERs. Most of the airbus fleet is fairly new (not all, there are some that were bought back in 1988), and even the MD88s are in fairly good shape. I was told by a jumpseater that even the DC9s will be staying around for an extra year, 2014, and that maybe an extra sim (that makes 2) will be moved to ATL from MSP. Add to that every 757 you see with winglets are supposedly staying, and not being replaced by the 739s. I seem to fly those regularly. So, it appears the domestic market will be taken care of, and the company has been retrofitting the 744s/767ERs/ and some A330s for extended use. All of them have gotten crew rest mods, and new interiors for passengers. That means at least 10 more years for each.

So, scope OR pay, eh? I don't think so. I do think they will want some extra 76 seaters, and hopefully ALPA will squash that before it comes to us. They know the priorities according to that survey.



Bye Bye---General Lee

 

[General Lee]

From Seeking Alpha

Delta Refinery Deal All About Southwest

May 1, 2012 by: Dana Blankenhorn



Delta Airlines' agreement to buy a ConocoPhilipsrefinery in Pennsylvania is all about Southwest Air.


Delta's ongoing battle with Southwest is about costs. Delta's hub-and-spoke system is inherently less efficient than Southwest's network of short flights that just go back-and-forth. But because Southwest has now been around for a generation and accepted unions, while Delta has always pushed back against workers, it may actually have an advantage in labor costs.

The deal is for a refinery near Philadelphia, plus pipelines and other assets that reach its New York hubs. There are $30 million in government incentives on the deal, and Delta has already made deals with BP and Phillips for sourcing oil and selling products other than jet fuel.
Delta figures it can handle 80% of its U.S. jet fuel needs through the deal,saving up to $300 million per year. Put those savings onto its bottom line and profits rise 15%.

While the bet carries risks, the bigger risk may have been not pulling the trigger. There were no other bidders on the property, which could have shut down, meaning a net increase in Delta's fuel costs. Now, in theory, it has the kind of cost advantage on profitable East Coast routes.

Quietly, Delta has been on kind of a tear in its growing competition with Southwest, which entered Delta's home market of Atlanta just this year. Since the start of the year the stock is up by a third, while LUV is flat. Last year Delta had a net income of $854 million on revenues of $31.28 billion, against net of $178 million on $14.87 billion in revenue for Southwest. So a few more pennies on each dollar are already flowing to Delta's bottom line than its rival's.

There remains one big problem for Delta. Its fleet averages 15.9 years in age, against 12.1 years for Southwest. The two airliners' fleets are becoming increasingly similar, however. Southwest flies Boeing 737s almost exclusively, and Delta ordered 100 of those same planes to replace it's aging DC9s, among the oldest planes in the air.

So Delta has competitive labor costs, lower fuel costs, and a compatible fleet. I have to head to Houston next week, and even with the single bag charge Delta's price is slightly below the Southwest "gotta get away" fare.

This just got interesting.




This guy didn't mention that Delta is actively looking at replacement of the older mainline domestic planes, including 120 717s or 75 A319s (coming off leases soon). It's already in the plans. He did mistake though the 100 737s Delta ordered are intended to replace older 757s, not DC9s. Those will be replaced eventually by something else (mentioned above).



Bye Bye--General Lee

 

[Homer Jay]

Even Boyd gets it!

Monday, April 30, 2012

Dealing With The Virtual Airline

It happened in the petroleum industry. It's happening in the airline business. Or, more accurately, it's already happened in the airline business. Brand virtualization.

Today, you go to the gas station and pump a brand of gas in to the tank of your SUV. But where that unleaded came from, how it was produced, who produced it, who moved it and who put it into the filling station storage tank, are all different companies, and they can change month to month, and even gas station to gas station across town. The only thing that's the same is that the sign at the station says "Conoco" or "Shell."

Twenty years ago, oil companies were involved from the wellhead to the gas pump. Today, it's different vendors and suppliers for every part of the logistics stream. It's all been farmed out to independent surrogates. Tumble to this: that's exactly what's happened in the US airline industry over the last 15 years. Today, it's not only possible, but probable, that you can book a trip on a major airline from a mid-size community on the East Coast to one on the West Coast, and never in the process deal with anybody directly working for the airline brand. It's all been outsourced.

Think about it. You book the seat on-line. No contact whatsoever with an airline employee. And in the event that you do need human intervention, there's a better than even chance the guy on the other end of the phone is in a call center in some Third World country. He's successfully completed Level Three of English As A Second Language, and thinks that "FRA" is the code for "France." You go to the airport. Get a boarding pass at a kiosk. Or, have it sent to your iPhone. You flash it at the gate, which, like the rest of the airline brand's operation at the airport, is staffed by outsourced vendors, or a "regional" airline. You board the RJ, operated by an outsourced vendor. You fly to the connecting hub - to a concourse again where staff are outsourced to a "regional" airline. Board another outsourced flight, and fly to your final destination.

Not one interaction with any staff or employees of the airline brand from which you bought your ticket. Just like at the gas station - the whole process is now virtual. You have no contact with anybody that is directly working for the airline. Vendors, all. And, you'd best believe that this is sooooo much more cost-effective than having the airline itself do it with their own employees. Airline employees tend to want to make a career at the carrier. They stay around for years, moving up the pay scale. And - yikes! - they may even be in a union, one of those pesky groups that want to bargain for things like pay and working conditions. Truly, it's much more enlightened to just farm the work out.

Just Like The Fast Food Business. Youbetcha, it's better from a cost-approach to outsource this work to vendors. They just hire kids, or maybe not-so-kids, and pay 'em wages that will encourage them to work a while, and then move on, to be replaced by other bottom-of-the-scale new hires, creating a cycle that keeps labor costs low. It's the same approach that's been used in the fast food industry for years. Turnover is the key to low labor costs and a real barrier to union entry.

Sounds great. But what's been created is a system that is not focused on service. Not focused on excellence. It's just focused on labor costs. And it's one that offers employees almost zero potential for career growth - just ;ike at the local Burger World. This extends across the board: The ramper at East Upchuck has a career path that will last until the ground contract is re-bid in two years. The pilots and flight attendants on the "regional" airline to which flights have been outsourced are really caught in a special bind: there are limited flow-through opportunities to majors, and worse, those mainstay 50-seat jets are going to get retired faster than new jobs will open at majors. (See recent comments by Republic Airlines CEO on the matter, by the way.)

The point is this: there's not a lot of long-term career-play for employees involved in this oh-so-cost-efficient virtual airline system. But, so what? It works, right? Here's a clue: airlines are not the same as Burger World. Slapping secret sauce on a hamburger and keeping the yogurt machine churning out sugary glop is not the same as the skills and training needed to professionally handle an airport passenger service and ramp operation.

So, let's touch that third rail that we're not supposed to mention: a lot of this outsourced work is shamefully done. To be sure, there are stellar companies in the business, like SkyWest, where there is a career path, and the training infrastructure in place to make it work. But that's not the norm. It's not uncommon for consumers to get abused (unintentionally, usually) by vendors where the "customer service" staff has less training than a day-old puppy. Situations where they are clueless as to why the flight's late, or visually looking like they just came from a street fight. Or, hamstrung with really incompetent rules - like, the incidents where people actually standing in line to check-in for a 34-seat airplane are cut off 30 minutes before departure - and responding aggressively when consumers get understandably ticked off.

Why should they care? It's just a temporary job. If the customer doesn't come back, no big deal. Training in customer service skills? Sure, we do a half-day program, you might hear. But to do more would be un-economic, don't ya know: There's too much turnover to spend the money,

Future? Two dynamics are emerging: Ground outsourcing will continue and expand. But in the cockpit, the trend will be toward flying shifted back to the major, simply because of changes in airplane economics. As 50-seaters get retired, we can expect that 80+ seaters be the capacity floor - and they will be flown in-house. Plan on it.

 

[General Lee]

Future? Two dynamics are emerging: Ground outsourcing will continue and expand. But in the cockpit, the trend will be toward flying shifted back to the major, simply because of changes in airplane economics. As 50-seaters get retired, we can expect that 80+ seaters be the capacity floor - and they will be flown in-house. Plan on it.---Mike Boyd



Careful, Jon Rivoli doesn't want to hear any part of this.




Bye Bye---General Lee

 

[Freebrd]

c'mon JennyLeigh, even YOU know Boyd's been running this story for at least the last 5-7 years and just keeps repeating himself, just like YOU do putz

 

[Dannone]

Why is this posted here?

 

[IBNAV8R]

Future? Two dynamics are emerging: Ground outsourcing will continue and expand. But in the cockpit, the trend will be toward flying shifted back to the major, simply because of changes in airplane economics. As 50-seaters get retired, we can expect that 80+ seaters be the capacity floor - and they will be flown in-house. Plan on it.---Mike Boyd

Careful, Jon Rivoli doesn't want to hear any part of this.

Bye Bye---General Lee

If close your eyes really tight, click your heels and repeat it often enough, dreams will come true.

 

[Homer Jay]

If close your eyes really tight, click your heels and repeat it often enough, dreams will come true.

...says the guy who dreams of scope being eroded. Not happening!

 

[General Lee]

If close your eyes really tight, click your heels and repeat it often enough, dreams will come true.

So far they have. I open my eyes and see fewer 50 seaters.


Bye Bye--General Lee