halls120

As others have noted, thanks to you and your fellow UA employees for posting and bringing a rational view to these discussions. ^^

Two Bee

I also wish to thank you Larry for explaining what seems to have occurred. It was very nice of you to set the record straight!

Perhaps in Nashville (BNA) the employees are very happy, and that's great, but I haven't seen too many F/A's dancing in the aisles on my 78 segments this year, nor are there very many happy faces at the ticket counters and podiums, in many stations that I visit, and that also includes many United Clubs. If one really wants to get put in their place swing by SFO or EWR for a dose of comeuppance!

The SFH was long ago, and it's better if left to rest, but will not be forgotten by those folks that have never flown this airline, ever again, in the past 17 years, with some exceptions!

Thanks again Larry!!!^

LarryJ

I am a pilot based in EWR.

Lani1

90 flights this year on UAL

NOTHING surprises me anymore !

ROCAT

Not entirely true, EWR is scheduled to nearly 100% of capacity for a perfect day which means if anything goes wrong it tanks hard. If UAL were to cut its flights to align with what EWR normally can work the number of delays would drop drastically.

LarryJ

With the reduction/elimination of slot controls, if UAL were to cut flights other airlines would just add flights to replace them. The result would be the same congestion and ATC delays except with a small market share for UAL.

fastair

Isnt that paradoxical? WITH slots, for one to add, when at capacity, another would have to reduce. Without slot controls, any airline could add without requiring a different to reduce.

LarryJ

At an airport, like EWR, where demand exceeds the capacity of the infrastructure, it is what happens. Just look at what has happened at EWR with non-UAL airlines entering the market and/or adding flights since the slots were dropped.

In this situation, market forces push airlines to add far more flights than the infrastructure can comfortably support in order to avoid ceding market share to competitors without reducing delays.

I'd rather see the airport authority set reasonable slots and have airlines bid on them. That would provide pressure to use fewer, larger airplanes; shift flights to less congested times; and divert capacity to less congested reliever airports.

CLEContinental

I had a situation on UA that was almost the exact polar opposite of this. Flying the LAX-CLE redeye which was falling victim to the rolling delay. We board and after about 15 mins, the pilot announces that the co-pilot had timed out. HOWEVER, we had a deadheading pilot on the plane who was trying to get home to CLE, that had enough legal duty time (maybe?) available who agreed to hop into the co-pilot seat for the flight.

The flight took off and I've never been so happy to deal with UA.

United = the consistently, inconsistent airline. When it goes great, it goes REALLY great. When it goes bad, it goes horrendously bad.

Two Bee

Same thing happened to me on 9/14/2001--- Bronco game on Monday night (9/10/2001) --- Terrorist attack 9/11/2001 --- all flights grounded & couldn't get out of Denver until the very first flight on Friday (9/14). Only ONE pilot showed up, however there were lots of others deadheading to LAX, and after a 30/40 min phone call one of them flying from LAX to HNL, later in the day, was going to be legal to get us goin'!

On 8/12, I returned my Avis car to a completely empty lot, and after doing so, I realized that I should have just driven to L.A.

N1120A

They have different rules than pilots - for good reason