Any UA pilots or mechanics on FT: why so many MX this year?
#31
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The fact that United's operation has completely fallen apart in the last few weeks is the result of a confluence of factors, all of which are discussed in this thread. Ignoring the labor discontent is as silly as suggesting that the sole causal factor is management's "80% mandate".
It's a perfect storm, of sorts (and yeah, I guess weather has to factor in there somewhat, too, but there is enough intrinsically wrong with United lately that it would still be an industry laggard in a month of perfect weather days).
It's a perfect storm, of sorts (and yeah, I guess weather has to factor in there somewhat, too, but there is enough intrinsically wrong with United lately that it would still be an industry laggard in a month of perfect weather days).
#32
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The fact that United's operation has completely fallen apart in the last few weeks is the result of a confluence of factors, all of which are discussed in this thread. Ignoring the labor discontent is as silly as suggesting that the sole causal factor is management's "80% mandate".
#33
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The fact that United's operation has completely fallen apart in the last few weeks is the result of a confluence of factors, all of which are discussed in this thread. Ignoring the labor discontent is as silly as suggesting that the sole causal factor is management's "80% mandate".
#34
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The high number of RTG (return to gate) delays / cancellations, and board / deboard / cancel reports, seem to indicate -- circumstantially -- that aircraft are being delivered to the line allegedly ready to fly, but flight crews discover issues during preflight or taxi which demonstrate otherwise. That does not seem to point to a mechanics' slowdown. That seems like a labor force that does not have enough time to keep the fleet airworthy given the demands of the schedule.
I'm not a pilot nor do I work for the company, but anecdotally, I hear of that sort of thing happening too.
Last edited by EWR764; Jun 30, 2015 at 9:46 am
#35
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Or is it an issue where, under normal circumstances, the returns may be caused items that can be MEL'd, deferred or quick-fixed (with a little hustle), and now these warts are being treated as tumors, therefore leading to a higher-than-usual cancellation rate? Combine that with the fact that the company and pilots could not agree on a proposal to relax contractual duty time rules (for more pay) closer to FAA minimums to address this very situation and you have some of the key the ingredients for a crew time-out.
I'm not a pilot nor do I work for the company, but anecdotally, I hear of that sort of thing happening too.
I'm not a pilot nor do I work for the company, but anecdotally, I hear of that sort of thing happening too.
I think the point being made was if the mechanics were causing the issue, the planes would not be pushing from the gate. Seems the issues are being discovered after the plane has been "accepted" as ready-to-fly by the pilots.
As mentioned above, more likely a confluence of factors all having impact during the high summer travel season. Understaffed, unrealistic re-banking, low morale, not accepting overtime, cost cutting, and on and on and on.
#36
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If there are not comments in management's prepared remarks, I'm sure there will be pointed questions from analysts about recent operating performance.
#37
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I was thinking along the same lines of Bearx220 that the number of RTG scenarios doesn't quite fit with a labor action by the mechanics.
I think the point being made was if the mechanics were causing the issue, the planes would not be pushing from the gate. Seems the issues are being discovered after the plane has been "accepted" as ready-to-fly by the pilots.
I think the point being made was if the mechanics were causing the issue, the planes would not be pushing from the gate. Seems the issues are being discovered after the plane has been "accepted" as ready-to-fly by the pilots.
I am in complete agreement that staffing, the aggressive flex-up of the schedule and perhaps unrealistic expectations for the current fleet composition in terms of utilization are all causal factors here. But trying to explain away reasonable evidence and discussion of what appears to be a thinly-veiled mechanic job action, as if things are business-as-usual on that side of the house, is somewhat ignorant of reality.
#38
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Point is, I don't know if pilots or mechanics are conspiring to mess things up, or if the disconnect is stark enough between maintenance needs and the schedule management insists on flying to wreck things without help from the employees.
#39
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Or is it an issue where, under normal circumstances, the returns may be caused items that can be MEL'd, deferred or quick-fixed (with a little hustle), and now these warts are being treated as tumors, therefore leading to a higher-than-usual cancellation rate? Combine that with the fact that the company and pilots could not agree on a proposal to relax contractual duty time rules (for more pay) closer to FAA minimums to address this very situation and you have some of the key the ingredients for a crew time-out.
I'm not a pilot nor do I work for the company, but anecdotally, I hear of that sort of thing happening too.
I'm not a pilot nor do I work for the company, but anecdotally, I hear of that sort of thing happening too.
"Until such time as the company is willing to address their deficiencies in honoring our contract, the MEC will no longer entertain overtures from management to fix their operational problems"
#40
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Bingo..the wrong UA labor faction is being criticized for "work to rule" behavior..from a letter sent by MEC to all pilots in late March after they rejected the LOA from UA management.
"Until such time as the company is willing to address their deficiencies in honoring our contract, the MEC will no longer entertain overtures from management to fix their operational problems"
"Until such time as the company is willing to address their deficiencies in honoring our contract, the MEC will no longer entertain overtures from management to fix their operational problems"
FAB
#41
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Given the nature of the airline industry, I'm surprised that there aren't more delays. Think about just how much could go wrong with airplanes, some of the most costly and complicated pieces of machinery ever to exist.
As for DL's "no canceled flights" goal, it may be nice that it does happen on certain days, but it's just not going to happen for the same reason as my first sentence: too many variables that could go awry.
The days of ham-carved-in-front-of-you, your tray having porcelain dishes on it, and being able to check 3 free bags in economy are long gone, and are never coming back.
-LPDAL
As for DL's "no canceled flights" goal, it may be nice that it does happen on certain days, but it's just not going to happen for the same reason as my first sentence: too many variables that could go awry.
The days of ham-carved-in-front-of-you, your tray having porcelain dishes on it, and being able to check 3 free bags in economy are long gone, and are never coming back.
-LPDAL
#42
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How come DL is better able to control said variables than UA then?
#44
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And it's not AA. While enduring a 5-hour delay due to mechanical problems in Houston and LAX on same plane (eventually switched to another gate/aircraft), I wandered through tunnel to LAX T5 and T4. While UA departure screens were littered with afternoon and evening delays and cancellations, DL and AA screens were showing a very high percentage of on times.
Side note - DL T5 is really nice (for LAX). AA T4 is dark, narrow, low ceilings - must be AA's version of UA's IAD. My feeling is UA's T7 will be nicer than T4 at end of reservations, but AA may still be operationally better. The T6 renovation is coming along nicely - big Starbucks and a sundry store where Jody Maroni's used to be.
Side note - DL T5 is really nice (for LAX). AA T4 is dark, narrow, low ceilings - must be AA's version of UA's IAD. My feeling is UA's T7 will be nicer than T4 at end of reservations, but AA may still be operationally better. The T6 renovation is coming along nicely - big Starbucks and a sundry store where Jody Maroni's used to be.
#45
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^
I've researched the US3's respective corporate cultures, and they're all very different. As are their respective procedures and OpSpecs.
Anecdotal evidence does nothing to convince me. If Delta, or American, or JetBlue, or Frontier, or Emirates etc. etc. etc..... are better than United as claimed and are readily accessible, why are people still supplying United with their hard - earned money instead of Delta [or whoever] hoping something will miraculously be different at the airport? If Delta is so much better, fly Delta?
Albert Einstein's Definition of Insanity - The Quotations Page
-LPDAL
I've researched the US3's respective corporate cultures, and they're all very different. As are their respective procedures and OpSpecs.
Anecdotal evidence does nothing to convince me. If Delta, or American, or JetBlue, or Frontier, or Emirates etc. etc. etc..... are better than United as claimed and are readily accessible, why are people still supplying United with their hard - earned money instead of Delta [or whoever] hoping something will miraculously be different at the airport? If Delta is so much better, fly Delta?
Albert Einstein's Definition of Insanity - The Quotations Page
-LPDAL
Last edited by LPDAL; Jun 30, 2015 at 12:09 pm