The Best Manager To Your Opinion

[Dog Wonder]

No one is willing to name names.

There have been some very good managers and good people. Two are Andy Hosey who was a lot of places, CLT, PHL, and BWI being the last. Unfortunately Andy is no longer with US Airways. Jay Smith in CLT takes a beating but still does the job.

Not that I ever worked for US Airways.

 

[700UW]

Jay is a good guy.

 

[Dont call me Shirley]

Gordon Bethune. It was our loss that he was not offered the sort of position that he merited.

As far as more recent management goes, Dave Bernier (Regional director of customer service and then station manager is DCA). He had respect for the rank and file staff and was also a very capable manager. Sadly, he no longer works for US.

 

[Dog Wonder]

Reality is, anyone wanting to be a manager at US Airways could be one. It is an impossible job. Pressure from above and below. The rank and file know it.

Unfortunately anyone can, and sometimes anyone does, get into management.

The bad thing is, the people trying to make things better by trying to be some one who does try to make things better get lumped in with those who go into management for no higher purpose than they think it beats working.

The people doing the work see right through it.

 

[EyeInTheSky]

Uncle Ed was da' man. Probably one of the few true pleasures in my corporate life was working for a man as honorable as Edwin Colodny.

 

[EyeInTheSky]

Gordon Bethune. It was our loss that he was not offered the sort of position that he merited.

As far as more recent management goes, Dave Bernier (Regional director of customer service and then station manager is DCA). He had respect for the rank and file staff and was also a very capable manager. Sadly, he no longer works for US.

Don't Call Me Shirley, you apparently did not read Gordo's book "From Worst To First", Gordon pretty much tanked his career at USAir with his "bananas" remarks. He even admits he was uncooperative with USAir management. Funny thing you are all bitchin' about Ed Colodny bailing out, what do you think Gordon Bethune is doing in December this year? Isn't Continental at the crossroads like every other "Legacy" carrier? Why is he leaving now? First there was Rakesh, Wolfman, Mullin, recently Parker at Southwest, now Gordo is leaving. Getting out in 1991 was nothing compared to today's airline industry.

 

[RowUnderDCA]

With PI, Colodny 'acquired' his way out of finding a competitive business plan, other than monopoly. It made the new U even more 'addicted' to revenue models that came crashing down in 2002ish. I think Dave S. thought they would re-establish themselves, but they didn't. So, the transformation is much harder for the new U, than it would be had U and PI had to face the competitive music, earlier: perhaps, dancing 'against' each other. The financial markets are not interested in financing the major transformation, because there are better places in aviation for them to lose money more slowly than at U. The only folks that care about transforming U are some of its employees, it's current equity and debt holders. However, the equity and debt holders might end up being happy with transforming U into a yard sale.

 

[burghlaw1]

With PI, Colodny 'acquired' his way out of finding a competitive business plan, other than monopoly. It made the new U even more 'addicted' to revenue models that came crashing down in 2002ish. I think Dave S. thought they would re-establish themselves, but they didn't. So, the transformation is much harder for the new U, than it would be had U and PI had to face the competitive music, earlier: perhaps, dancing 'against' each other. The financial markets are not interested in financing the major transformation, because there are better places in aviation for them to lose money more slowly than at U. The only folks that care about transforming U are some of its employees, it's current equity and debt holders. However, the equity and debt holders might end up being happy with transforming U into a yard sale.

Your assessment is pretty accurate. I also don't see UAIR merging with another airline. Most airlines recognize that there is still overcapacity in the system. At most, you'll see asset sales--to the extent there are unencumbered assets to sell.

 

[PITbull]

Burghlaw,

I am sorry,the industry reports that I am reading are reporting the opposite of what you posted.

They say there is a 5% under capapicity, and that folks now have to bid for less seats in the system.

Actully, this report was posted on these boards about two weeks ago.

YOu must have been off that day...

 

[burghlaw1]

PitBull,

I'm not sure which report(s) you are referring to. I could have been AWOL that day! The only report I saw was the Unisys report that indicated that demand is rising but that carriers haven't been able to raise prices as a result. This, in my mind means that airlines are increasing capacity, thereby keeping fares low. (Isn't this essentially what the LCC problem is--they are adding capacity at prices below the costs of legacy carriers?)

If there were truly an undersupply of seats, then airlines would be able to raise prices because the purchasers would bid the price up of a commodity that was unable to meet the demand. From what I have read, most industry leaders are looking to industry consolidation or failures to restrict supply and "rationalize" fares. That's why you hear a number of reports that in a few years there are likely to be only 2 or 3 legacy carriers. Airlines will either consolidate or fail. Keep in mind, post-9-11, no legacy carrier has gone out of business. (i.e., supply hasn't been restricted sufficiently to allow airlines to raise prices).

Another good example of what I'm talking about is UAIR's announcement today to restore service between LGA and FLL. From what I can tell, UAIR just added anywhere from 500 - 700 seats a day in this market. This is in addition to the three airlines that, I think, are already offering this service. Prices will go down as a result.

I hope that I don't come across as condescending as my Econ 101 Professor was! I don't know all that much about guns, butter and widgets!

 

[PITbull]

Burghlaw,

Theoratically, with less seats available, the airlines should be raising prices.

But, there is an "airline war" going on. And its the Legacy against the LCC.

If the LCC can keep their prices low and still PROFIT, then Low they will keep them. Especially if it means running the legacy out of the markets where they know they can't compete.


So, in theory, because of the 5% LESS capacity today, airlines could raise their fares...

Its just that, who is going to start??????

U has begun to ADD capacity to certain key markets, and that is because they realize there is not enough capacity in these certain key markets that they can compete for.

 

[StewGuy86]

I have no doubt that Edwin Colodny was an excellent manager and great to his employees. That is definitely to his credit and certainly NOT something that could be said about any of the CEOs since. But it appeared to many of us that he had no clue how to run a large, national airline once US had gobbled up PSA and PI. I mean, he thought the F-100s were great airplanes and ordered a slew of them, but then wanted to park the 767s , cease the flights to London and do away with First Class after acquiring PI. Yikes!

 

[delldude]

heres the best....

 

[PI-RDU-SS]

1. Mr. Tom Davis was the best CEO ever for the airline industry. Unless you worked for him you will never understand. Why is it that after almost 15 years from merger date the former PI still has better reputation then US. Every one took pride in Piedmont and it was never the best paying airline in the industry but people never until merger was announced. Mr. Davis set a culture that to this day Ed never did figure out what he bought when he got PI. Mirror image was him looking at himself and his monopolistic pricing/customer service plans in the N/E area. I have been told by many former US worker that Ed was an honorable and nice man and I am sure he is. I am just telling what the outside former AA Exec. found out when he did market research for US just before merger. It fore told of a huge problem with customers who prefered PI business model in pricing and customer service over US. This research was done all over the E/C and not just in the South. Actually US got worse rankings in N/E it's heartland. It said it could have potential huge problems for company in future if merger was not done correctly and changes made as recommened by US and PI FF's.
2. Plan was never used and shelved. All PI Marketing people were run off as well as the great Ad. Agency PI had.
3. If you want to see what Mr. Davis meant to the PI family members look at website: www.jetpiedmont.com
4. Gordon Bethune left PI before it was officially taken over by US. He left to go to a 3rd party maintiance company for a short time that never really got up and running and then to Boeing. (I believe as I know him) I was part of the research team that did report with former AA retired VP that did marketing research to show US was in trouble with customers and it would show up when they finally got some competition in N/E.
5. US did have one of the smartest marketing people in industry Mr. Dan Brock VP of Marketing for PI from 85-89. He was made to head up FF program and some C/S complaint job. He stayed in INT so his wife could finish her medical degree. Mailn should have used him an left earlier. He was a clone of Mr. Davis.

Working for Piedmont was one of the greatest experiences in so many peoples lives. It is hard for so many to understand how a CEO like Mr. Davis could know just about all 20,000 people but he some how did. He made you want to become a family member for life. He also never called passengers customers, he called them "paying family members." Unlike the former Malin Marketing team that called them, "economic units." This statement sums up the the difference in operations at PI and US and why merger never worked or never will. The combined number of mainline aircraft is getting closer to the orginal number of PI aircraft at merger time in 89. Those jets are gone for ever and replaced by S/W and J/B.

It was a great smooth ride for the 10 years I worked at PI and nothing but turbulance at US all self induced sadly.

Regards to former PI family members.
PI-RDU-SS

 

[EyeInTheSky]

This statement sums up the the difference in operations at PI and US and why merger never worked or never will. The combined number of mainline aircraft is getting closer to the orginal number of PI aircraft at merger time in 89. Those jets are gone for ever and replaced by S/W and J/B.

It was a great smooth ride for the 10 years I worked at PI and nothing but turbulance at US all self induced sadly.

Regards to former PI family members.
PI-RDU-SS

A lot of us could say the best days were prior to merging with Piedmont, but I won't "go there." Ask yourself this: How much money was wasted by poor attitudes after the merger? Many of us we so perplexed as to why people that were getting raises, better work rules and conditions were so hostile. So, while you're pointing fingers at USAir and Colodny just remember many of you did not make it easy and that cost the company a lot of money, money that we sorely could use right now. It's all a moot point to look back because it is so irrelevant at this point in the game. Everyone needs to get their #### together and quick or you might as well collect all the US Airways memorabilia you can get your hands on because they are sure to become collectors items and will collect dust along with USAir, Piedmont, PSA, Allegheny, Mohawk, and Lake Central stuff.

Regards to employees that profited and lived well and appreciated it.