Boris Badenov
Fortis Leader
And here I am sober. Tragic.
Next 48 Hours Critical in Denying NAI and their application
- Thread starter Seggy
- Start date
mrivc211
Well-Known Member
Thats what I thought too but how do you explain the whole Republic fiasco and their ownership of Frontier? I know it's been sold but during the time of ownership I couldn't understand how Delta's contract didn't prohibit that?
mrivc211
Well-Known Member
There's always been bickering on this site and just about every site on the net since the beginning of time. I must say though, it's getting really irritating lately because the level of bickering is getting in a lot of threads by the same people and it's wasting everyones time. I come on here mostly to see cool things, learn new stuff, and kick tires with people who share a common interest. You guys seriously need to tone it down a little.
B767
Well-Known Member
Or United's. They flew the same routes. One with E170's and the other with Airbus/E190's.
D
Deleted member 27505
Guest
Yeah, I'm going to continue focusing my efforts on becoming "Pilot Laureate". Rereading sober made me cringe just a tad.
Seggy
Well-Known Member
The 2nd part of this Call to Action is now 'live'....
Please go to www.alpa.org to participate and call/write your Senator!
Please go to www.alpa.org to participate and call/write your Senator!
typhoonpilot
Well-Known Member
Can you provide a link to Article 17 because the one I found was this?
Article 17 of the U.S. EU Air Transport Agreement has to do with Computer Reservation Systems .
TP
Article 17 of the U.S. EU Air Transport Agreement has to do with Computer Reservation Systems .
TP
typhoonpilot
Well-Known Member
Interesting development yesterday:
press release from Norwegian
Norwegian has today received approval from The Civil Aviation Authority in Norway to move all of its 787 aircraft from the Norwegian subsidiary Norwegian Long Haul (NLH) to Norwegian Air Shuttle (NAS). One 787 Dreamliner will, as before, remain in Norwegian Air International (NAI).
There are several reasons why Norwegian has chosen to make this move, says Geir Steiro, Norwegian’s COO; new EASA regulations, the need for an overflight permit from Russia and the fact the NAS already has the approval to fly between Europe and the U.S.
Another reason for the transfer is the need for overflight permit from Russia. The Russian authorities do not allow wetlease over Russian airspace, and while NLH is a wet lease operator, NAS is not. This means that we hopefully soon will be allowed to fly over Russian airspace en route to Bangkok, which will save 40-50 minutes per flight with the Dreamliner because we will not have to take the detour around the Crimean peninsula,” Geir continues.
With this transfer, the aircraft will be placed in an AOC with permission from the U.S. authorities. Also NLH has had this permit, while our Irish subsidiary Norwegian Air International is still waiting for the approval from the U.S. Department of Transportation (DOT). Norwegian has not considered applying for registration in Norway. All our long-haul aircraft will remain on Irish register.
Apparently one of the consequences is that they do not have to wait for the DOT approval now. Service will begin from Gatwick the first week of July.
Typhoonpilot
press release from Norwegian
Norwegian has today received approval from The Civil Aviation Authority in Norway to move all of its 787 aircraft from the Norwegian subsidiary Norwegian Long Haul (NLH) to Norwegian Air Shuttle (NAS). One 787 Dreamliner will, as before, remain in Norwegian Air International (NAI).
There are several reasons why Norwegian has chosen to make this move, says Geir Steiro, Norwegian’s COO; new EASA regulations, the need for an overflight permit from Russia and the fact the NAS already has the approval to fly between Europe and the U.S.
Another reason for the transfer is the need for overflight permit from Russia. The Russian authorities do not allow wetlease over Russian airspace, and while NLH is a wet lease operator, NAS is not. This means that we hopefully soon will be allowed to fly over Russian airspace en route to Bangkok, which will save 40-50 minutes per flight with the Dreamliner because we will not have to take the detour around the Crimean peninsula,” Geir continues.
With this transfer, the aircraft will be placed in an AOC with permission from the U.S. authorities. Also NLH has had this permit, while our Irish subsidiary Norwegian Air International is still waiting for the approval from the U.S. Department of Transportation (DOT). Norwegian has not considered applying for registration in Norway. All our long-haul aircraft will remain on Irish register.
Apparently one of the consequences is that they do not have to wait for the DOT approval now. Service will begin from Gatwick the first week of July.
Typhoonpilot
Seggy
Well-Known Member
CirrusMonkey
No Real Usefulness
Deeeeeennnnnied!!
The Department of Transportation has denied Norwegian Air International’s procedural application to operate in the United States. The Teamsters, along with many other labor and industry groups, called on the DOT to deny a temporary waiver allowing NAI to begin transatlantic service in the U.S. and our voices were heard.
According to the DOT: “Because of the extensive record, which reflects the novel and complex nature of this case…the Department does not find that a temporary exemption is appropriate or in the public interest.”
For now though, NAI – dubbed the “Walmart of the Skies” – won’t be operating in the U.S. This is a partial victory, however. Several large cargo and express carriers - Atlas Air among them - have supported NAI’s application, while the Teamsters and Local 1224 were opposed. Industry insiders say a full application for NAI to operate in the U.S. is still pending and is not likely to be ruled on until after the November elections.
The Department of Transportation has denied Norwegian Air International’s procedural application to operate in the United States. The Teamsters, along with many other labor and industry groups, called on the DOT to deny a temporary waiver allowing NAI to begin transatlantic service in the U.S. and our voices were heard.
According to the DOT: “Because of the extensive record, which reflects the novel and complex nature of this case…the Department does not find that a temporary exemption is appropriate or in the public interest.”
For now though, NAI – dubbed the “Walmart of the Skies” – won’t be operating in the U.S. This is a partial victory, however. Several large cargo and express carriers - Atlas Air among them - have supported NAI’s application, while the Teamsters and Local 1224 were opposed. Industry insiders say a full application for NAI to operate in the U.S. is still pending and is not likely to be ruled on until after the November elections. So we will remain vigilant and will actively fight any airline that pursues the "flag of convenience" model that would undermine the safety of the airline industry, let alone the security of its workers.
The airline’s race to the bottom in search of cheap labor and lax regulatory regimes will undermine the good middle class jobs in our nation’s airline industry, unless we stop them. Let’s keep up the fight!
The Department of Transportation has denied Norwegian Air International’s procedural application to operate in the United States. The Teamsters, along with many other labor and industry groups, called on the DOT to deny a temporary waiver allowing NAI to begin transatlantic service in the U.S. and our voices were heard.
According to the DOT: “Because of the extensive record, which reflects the novel and complex nature of this case…the Department does not find that a temporary exemption is appropriate or in the public interest.”
For now though, NAI – dubbed the “Walmart of the Skies” – won’t be operating in the U.S. This is a partial victory, however. Several large cargo and express carriers - Atlas Air among them - have supported NAI’s application, while the Teamsters and Local 1224 were opposed. Industry insiders say a full application for NAI to operate in the U.S. is still pending and is not likely to be ruled on until after the November elections.
The Department of Transportation has denied Norwegian Air International’s procedural application to operate in the United States. The Teamsters, along with many other labor and industry groups, called on the DOT to deny a temporary waiver allowing NAI to begin transatlantic service in the U.S. and our voices were heard.
According to the DOT: “Because of the extensive record, which reflects the novel and complex nature of this case…the Department does not find that a temporary exemption is appropriate or in the public interest.”
For now though, NAI – dubbed the “Walmart of the Skies” – won’t be operating in the U.S. This is a partial victory, however. Several large cargo and express carriers - Atlas Air among them - have supported NAI’s application, while the Teamsters and Local 1224 were opposed. Industry insiders say a full application for NAI to operate in the U.S. is still pending and is not likely to be ruled on until after the November elections. So we will remain vigilant and will actively fight any airline that pursues the "flag of convenience" model that would undermine the safety of the airline industry, let alone the security of its workers.
The airline’s race to the bottom in search of cheap labor and lax regulatory regimes will undermine the good middle class jobs in our nation’s airline industry, unless we stop them. Let’s keep up the fight!
Boris Badenov
Fortis Leader
I don't think it's possible to be alarmist about this issue. We lose this one, might as well just get it over with and go to work at Home Depot. It's a good start.
bretthullrampage
Well-Known Member
So does this mean they cant fly to the US now? I see the flying tampon every now and then at JFK.
CirrusMonkey
No Real Usefulness
It just warms my heart when this happens to companies like NAS. Even if it's only a battle won.
Cptnchia
Dissatisfied Customer
NAS is the good company. NAI is the bad company. Both are owned by the same person.
Wait, where have I seen this setup before?
typhoonpilot
Well-Known Member
Maritime boom: More hands needed on deck
By Mary Thompson 2 hours ago
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Karina Frayter | CNBC
On a typical sunny Southern California day, a bright red tugboat cuts through the channel in the Port of Los Angeles/Long Beach. On the banks, containers filled with cargo are stacked high. Massive cranes dip in to pull them out one at a time and load them onto waiting vessels.
After a steep drop in activity that followed the Great Recession, the maritime industry is growing again. In 2012, global seaborne trade reached 9 billion metric tons for the first time ever, according to the United Nations Conference on Trade and Development. The growth in trade is translating into growth in jobs.
"Our plan is to hire 500 to 600 maritime workers over the next five years," said Thomas Crowley, CEO of Crowley Maritime.
The family-owned company based in Jacksonville, Florida, will find it has some competition when it looks to build its 5,000 person workforce. A 2010 report from the International Maritime Organization forecast the industry could be short 27,000 to 46,000 officers to man the world's tankers, cargo and container ships and tugboats over the next few years.
One of the key reasons for the labor shortage-the energy boom.
"When the oil industry is doing well, you end up with shortages in the maritime industry," said Bart Rogers, assistant vice president at the Paul Hall Center for Maritime Training, a school run by the Seafarers International Union.
Along with the added demand for ships to move higher volumes of crude oil and natural gas over water, the maritime industry faces the challenge of managing an aging workforce. Increasingly, the world's vessels are commanded by officers nearing retirement age, and replacing them has become more difficult. New regulations mandated by the 2010 Manila Convention mean all hands on deck, or below, need added training and more days at sea. This means it takes longer to move up a ship's ladder from a deckhand to the skilled positions of third, second and first mate, chief engineer and captain.
"You can't just go and work on a ship or a boat anymore," Rogers said. "You have to be qualified and you have to be trained."
To make sure it is getting the workers it needs, Crowley works closely with the nation's six maritime academies, which produce officers, and the maritime unions, which recruit and then train prospective hires who start at a lower level but can work their way up.
"They are our partners," Crowley said of the unions. "They provide training, work on regulations in a number of different parts of the industry. It's an important part of how we operate."
Among the students at the Paul Hall Center in Piney Point, Maryland, is 30-year-old Martin McDonald. A divorced father of two and Iraq war veteran, he settled on a maritime career because he liked the lifestyle it afforded his friends who were in it.
"They have lucrative time off. They have nice houses," he said. "They live without want, essentially, when they are off ship. They travel to all sorts of places in both their careers and leisure time."
Steve Peckham, a 20-year veteran of the maritime industry and captain of Crowley's L.A.-based tugboat Scout, puts it another way. "I work two weeks on, two weeks off," said Peckham, who lives in Rhode Island and flies to Los Angeles to work. "It's kind of like I go on vacation every month."
Getting to sit in the captain's chair takes time though. McDonald is just getting qualified to work on a vessel, meaning he is being trained in first aid, rescue and survival, firefighting and the basics of operating a ship. It's a three-month program. The former Marine will then need to log 1,080 days on a vessel before he can apply for licensing programs that would move him into the officers ranks.
"I want to have my own ship by 50," he said. "That is my goal."
If he reaches that goal, McDonald will be pulling down a six-figure salary. In general, working in the maritime industry pays well. An entry level, able bodied seaman, a classification McDonald hopes to obtain in the next 18 months, can earn $40,000 to $50,000 a year. A fully trained engineer or mate, a mid-tiered position, can earn $70,000 to $90,000.
"These are very high-paying jobs," said Crowley, who added even though the looming labor shortage has not yet hit the company's bottom line, the firm might have to pay higher wages and signing bonuses whenever there is a shortage.
Rogers notes the shortage is not acute right now, but it is something the union, and the industry, are keeping a very close eye on.
"A lot of the shortage exists in the inland field," said Rogers, referring to vessels that sail on lakes and rivers. "We maintain our pool at two people for every job all the time. What you would like to have is 2½ people for every job."
-By CNBC's Mary Thompson
Well, I guess there goes that argument.
By Mary Thompson 2 hours ago
0 shares
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Done
.
View photo
Karina Frayter | CNBC
On a typical sunny Southern California day, a bright red tugboat cuts through the channel in the Port of Los Angeles/Long Beach. On the banks, containers filled with cargo are stacked high. Massive cranes dip in to pull them out one at a time and load them onto waiting vessels.
After a steep drop in activity that followed the Great Recession, the maritime industry is growing again. In 2012, global seaborne trade reached 9 billion metric tons for the first time ever, according to the United Nations Conference on Trade and Development. The growth in trade is translating into growth in jobs.
"Our plan is to hire 500 to 600 maritime workers over the next five years," said Thomas Crowley, CEO of Crowley Maritime.
The family-owned company based in Jacksonville, Florida, will find it has some competition when it looks to build its 5,000 person workforce. A 2010 report from the International Maritime Organization forecast the industry could be short 27,000 to 46,000 officers to man the world's tankers, cargo and container ships and tugboats over the next few years.
One of the key reasons for the labor shortage-the energy boom.
"When the oil industry is doing well, you end up with shortages in the maritime industry," said Bart Rogers, assistant vice president at the Paul Hall Center for Maritime Training, a school run by the Seafarers International Union.
Along with the added demand for ships to move higher volumes of crude oil and natural gas over water, the maritime industry faces the challenge of managing an aging workforce. Increasingly, the world's vessels are commanded by officers nearing retirement age, and replacing them has become more difficult. New regulations mandated by the 2010 Manila Convention mean all hands on deck, or below, need added training and more days at sea. This means it takes longer to move up a ship's ladder from a deckhand to the skilled positions of third, second and first mate, chief engineer and captain.
"You can't just go and work on a ship or a boat anymore," Rogers said. "You have to be qualified and you have to be trained."
To make sure it is getting the workers it needs, Crowley works closely with the nation's six maritime academies, which produce officers, and the maritime unions, which recruit and then train prospective hires who start at a lower level but can work their way up.
"They are our partners," Crowley said of the unions. "They provide training, work on regulations in a number of different parts of the industry. It's an important part of how we operate."
Among the students at the Paul Hall Center in Piney Point, Maryland, is 30-year-old Martin McDonald. A divorced father of two and Iraq war veteran, he settled on a maritime career because he liked the lifestyle it afforded his friends who were in it.
"They have lucrative time off. They have nice houses," he said. "They live without want, essentially, when they are off ship. They travel to all sorts of places in both their careers and leisure time."
Steve Peckham, a 20-year veteran of the maritime industry and captain of Crowley's L.A.-based tugboat Scout, puts it another way. "I work two weeks on, two weeks off," said Peckham, who lives in Rhode Island and flies to Los Angeles to work. "It's kind of like I go on vacation every month."
Getting to sit in the captain's chair takes time though. McDonald is just getting qualified to work on a vessel, meaning he is being trained in first aid, rescue and survival, firefighting and the basics of operating a ship. It's a three-month program. The former Marine will then need to log 1,080 days on a vessel before he can apply for licensing programs that would move him into the officers ranks.
"I want to have my own ship by 50," he said. "That is my goal."
If he reaches that goal, McDonald will be pulling down a six-figure salary. In general, working in the maritime industry pays well. An entry level, able bodied seaman, a classification McDonald hopes to obtain in the next 18 months, can earn $40,000 to $50,000 a year. A fully trained engineer or mate, a mid-tiered position, can earn $70,000 to $90,000.
"These are very high-paying jobs," said Crowley, who added even though the looming labor shortage has not yet hit the company's bottom line, the firm might have to pay higher wages and signing bonuses whenever there is a shortage.
Rogers notes the shortage is not acute right now, but it is something the union, and the industry, are keeping a very close eye on.
"A lot of the shortage exists in the inland field," said Rogers, referring to vessels that sail on lakes and rivers. "We maintain our pool at two people for every job all the time. What you would like to have is 2½ people for every job."
-By CNBC's Mary Thompson
Well, I guess there goes that argument.
amorris311
Well-Known Member
When was the last time you drove by a major port and those large vessels they speak of are registered in the USA?
adk
Steals Hotel Toilet Paper
Well, I guess there goes that argument.
That article seemed to be referring to domestic tug operations only. All it suggests to me is that American seamen (tee hee) should be very thankful that their union is strong enough to prevent cabotage.
Bandit_Driver
Gold Member
I like how the issues is so damn important and ALPA wants pilots to vote they then lock the issue away behind a secure portal. Apparently they only want ALPA pilots encouraging votes. You think they would want all pilots informed on this.
any time money is given to congressmen/women it is to try and influence a vote, no matter how one tries to categorized the money. IMO congress members shouldn't be allowed to accept anything outside of the salary & benefits allotted to them by the tax payers. Our congress is for sale and has been for awhile.
any time money is given to congressmen/women it is to try and influence a vote, no matter how one tries to categorized the money. IMO congress members shouldn't be allowed to accept anything outside of the salary & benefits allotted to them by the tax payers. Our congress is for sale and has been for awhile.