Air Wisconsin was the final piece of the DIP financing puzzle which kept Airways alive! They made their agreement and it was signed off ib BK court! In my own opinion I feel they should be doing their part including single engine taxi but they claim it is a wear and tear fatigue on the single engine................
Why not merge PSA and Piedmont?
- Thread starter tahitigirl
- Start date
Air Wisconsin was the final piece of the DIP financing puzzle which kept Airways alive! They made their agreement and it was signed off ib BK court! In my own opinion I feel they should be doing their part including single engine taxi but they claim it is a wear and tear fatigue on the single engine................
Express pay is pathetic for the amount of work they do. Sadly, a lot of people don't give them the respect they are due.
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Actually if you compare your medical coverage against Mainline you will find out dollar vs dollar you are pretty close behind! Example: Airways family coverage over $300 a month at 80% coverage and Piedmont coverage $127.00 per month at 90% coverage! (numbers are based on ramp and customer service employees)
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Actually if you compare your medical coverage against Mainline you will find out dollar vs dollar you are pretty close behind! Example: Airways family coverage over $300 a month at 80% coverage and Piedmont coverage $127.00 per month at 90% coverage! (numbers are based on ramp and customer service employees)
SegmentKing
Veteran
redneck, FAA won't allow things like maintenance and dispatch to be combined for 2 scheduled carriers. however, you could outsource maintenance, you'd still need a MX program for each airline with inspectors, QA's etc.
As I mentioned before, USAir Group, prior to the assimiliation into the BoRG, runs almost everything out of the SSO in Middletown. Benefits, HR functions, accounting, recruiting, tech pubs, DHS-customs mgt, etc are all done out of a single office covering EN and JS. EN and JS only have the FAA mandated positions at their headquarters, such as inflight training, pilots, maintenance, and executive offices. SSO is the former Allegheny Airlines Part Deux headquarters.
the aircraft are already all owned by USAirways Group.
all stations are pretty much all Piedmont now, although PSA had a few for a while.
Agent training, while handled by Piedmont, is under the USG banner.
the only reason JS and EN exists is to provide USAirgroup with a C scale level of pay for employees.
As I mentioned before, USAir Group, prior to the assimiliation into the BoRG, runs almost everything out of the SSO in Middletown. Benefits, HR functions, accounting, recruiting, tech pubs, DHS-customs mgt, etc are all done out of a single office covering EN and JS. EN and JS only have the FAA mandated positions at their headquarters, such as inflight training, pilots, maintenance, and executive offices. SSO is the former Allegheny Airlines Part Deux headquarters.
the aircraft are already all owned by USAirways Group.
all stations are pretty much all Piedmont now, although PSA had a few for a while.
Agent training, while handled by Piedmont, is under the USG banner.
the only reason JS and EN exists is to provide USAirgroup with a C scale level of pay for employees.
2clippedwings
Veteran
BINGO
Seen the E190 pay rate lately?
SegmentKing
Veteran
I'm still trying to figure out what exactly MidAtlantic was.... mainline but, it wasn't. I think anything flown under a specific certificate should follow those certificates CBA's, regardless what the side of the plane says.
BoeingBoy
Veteran
- Nov 9, 2003
- 16,512
- 5,865
- Banned
- #25
You're not alone, despite the "everybody knew all along......" you read.
MDA was negotiated to be just another wholly-owned carrier, no different than ALQ, PSA, or PDT except for the airplane type flown. It would have it's own corporate structure (as another subdivision of US Group), it's own certificate, it's own pilot/FA contracts (based on Eagle), etc.
MDA started operation in late 2003 as a corporate subdivision of US Group, but without it's own certificate - it operated on the mainline certificate. A quasi-wholly-owned if you will, operating as a wholly-owned Express carrier with it's own contracts but no certificate. For whatever reason, the MEC's continued to allow the pretense of "just another wholly-owned..." continue and the company's best interests were also served by continuing the farce.
The summer of 2004 (July I believe, but before filing BK2 at any rate) MDA as a corporation was merged into US Inc (mainline), so MDA really disappeared - no corporate structure, no ops certificate. At that time MDA really ceased to exist except for the separate contracts and the sticker beside the entry door that said "Operated by Mid-Atlantic Airways" (and the word "Express" on the side of the planes. The MEC had bigger fish to fry (negotiating concessions for one) and it was still convenient for the company (no merger policies to fight over) so both continued the pretense that MDA was "just another wholly-owned".
Fast forward to early 2005 - the deal to sell the E-170's to Republic. The MEC, still stuck in the "MDA is a separate division" mindset, wanted all the "MDA" pilots to go with the planes under the change of control language in the agreement that allowed MDA to start in the first place. The company now found it convenient to drop the pretense of a separate MDA and just go with the Jets for Jobs language that allowed US furloughed pilots access to only half the jobs created when an Express carrier was given new flying. So the MEC eventually filed a grievance, claiming that MDA had undergone a change of control because of the deal with Republic. It eventually went to arbitration and the company won since there wasn't any corporate entity that changed hands.
Jim
Yeah, Let's just wear and tear them both down at the same time! Hmmm, Lets see..... hours and cycles on two engines plus gas for two burning..... Thats gotta be cheaper than burning fuel and hours and cylces and fatigue on one engine!!!!
It's OK though. remember they "saved US Airways!" I guess every other CRJ operator hasn't a clue.....
giantfan
Senior
- Apr 11, 2008
- 306
- 0
[/quote]Actually if you compare your medical coverage against Mainline you will find out dollar vs dollar you are pretty close behind! Example: Airways family coverage over $300 a month at 80% coverage (numbers are based on ramp and customer service employees)
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not true....family coverage at 80% for ramp is $90/month
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not true....family coverage at 80% for ramp is $90/month
