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PineyBob said:Well you have to have cash to hedge, and if you look at other airlines not named SWA you'll note that at least of the ones that I've seen US Airways was more hedged than most. So imagine if US hadn't hedged at all? My understanding is that UA had no hedges in place and look at their performance.
I'll grant you that sometimes US management appears to be a day late and a dollar short.
SWA pulling out of Bush is probably far less significant than their move into PHL. I was just pointing out that even SWA in not perfect. We are also beginning to see the effects of price erosion and their wage structure on the SWA balance sheet. If not for fuel hedging my understanding is that SWA would be posting some MAJOR LOSSES.
SWA management was both talented and lucky on the fuel hedging and you have to give them credit. Save for the hedge however it appears that would have become as adept at losing money as they were making it in the past.
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PineyBob said:[post="243514"][/post]
PineyBob said:I am not a Wall Street wizard, so could somebody explain to me how using cash to buyback stock in an industry where cash is not only GOD but the Holy Trinity of a successful airline?
PineyBob said:I am not a Wall Street wizard, so could somebody explain to me how using cash to buyback stock in an industry where cash is not only GOD but the Holy Trinity of a successful airline?
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Rico said:And it does not stop there.
Let me ask you this Jim...
1. When was the last time you landed on PHL's Rwy 35/17 to avoid airborne or ground delays...? If you wanted to, could you land on that runway everyday?
2. How about Rwy 25/8...? Have you ever made a takeoff or landing on that PHL runway in your 737 Jim...?
3. Do you think a A319 could use the gates at Philly's F Terminal..? How about your 737, would your plane fit into the space between each gate...?
The E-170 is able to skirt traffic congestion in PHL by using the "commuter" runways, and maximize our gate assets by using the commuter gates. Can additonal mainline aircraft do the same...?
Get it...?
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xoxo said:Even passengers that are upset over the delay are still happy because they love the a/c.
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Unlike Utility equipment, new aircraft have an initial adjustment period to go through, and that goes for each of the seasons, summer and winter.What happened in the summer?
Heh, you should hear what they call the IAM, cannot really repeat it on hereThe MDA Mechanics call it the E-180 as when it leaves the gate it makes a u-turn back to it.
Thanks for the heads up, but like I said, we have replaced other express flights at F terminal mostly. Guess you did not notice fewer B-1900, S-340, and DHC-8's in PHL latley, didya...?And if you ADD flights to PHL which MDA has, you add to congestion.
You mean like the mail and cargo we carry on our cargo bin too...?And if a mainline plane leaves half full, you can bet all the extra mail and cargo it carriers makes up for what is not in the cabin, can you say the same for your brazilian barbie jet?
? Well, IF they even do, they have to be on the APL list to bid for open positions like the rest of the furloughed Mainline pilots did. There might well be some future positions to bid into, but not anytime soon. IF dispalcements occur though, then I would just head back to the left seat at PDT and enjoy the pay raise..Rico, what are you gonna do when MDA is folded into mainline and then the more senior pilots bump down as 25 mainline jets are removed from the fleet and push you onto the street
Still getting upgrades in the software from Honeywell, like I said, period of adjustment...I knew the problems in the past were with the software from Honeywell.
I also noticed a lot of brake problems.