Strange: GoJets

Well Max, a kind soul gave me the link. I figured that one out on my own, that paying to work somewhere is stupid. That was a given I thought, but hey if any of you Savant's want to learn the in's and out's of the High Performance Auto Parts Aftermarket Business, just send me an email and a check for $4999.99, and I will be glad to show you. :sarcasm:
 
Oh and another thing, why do these Pilots need a bunch of Goomba's to argue with management for them? There is a reason that these so called union organizations are in the business also. Its called profit!!!

I understand solidarity amongst the Pilots, but paying a bunch of crooks to represent you, is kinda like, hmmmm well PFJ/PFT isn't it? Problem is that just like the trucking industry, there is always gonna be those guys that won't stop the wheels from turning. I just have mixed feelings about unions. I see the benefit sometimes, but I also see how they can get out of hand aas well.

Is a union a nescessary evil in the Aviation industry? These are questions I have, and I don't want any of you to think I am for or against, I just want to hear some good pros and cons.
 
Wannabe2 said:
What is the deal with the Teamsters. I don't know much about them but they seem to be farily well disliked by a large percentage of the aviation world. I am interviewing with Horizon on March 6th and I understand they are represented by the teamsters.
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Well they have a long history of corruption. Remember Jimmy Hoffa? Suspicion that their leaders become multi-millionaires by playing both sides of the street and just plain stealing. But supposedly cleaned up since the Hoffa days. Who knows? The guys I knew at UPS couldn't wait to get rid of them.
 
I heard the average GoJets (ScabJets) pilot was $1,200 a month. I though that was bad, but I heard a rumor that for Northwest to become profitable, average starting pay at pilot Northwest's new regional subsidiary would have to be $10,700 per year. Hopefully, that only stays a rumor.
 
Chris_Ford said:
They're not scabs and calling them scabs lessens what actual scabs have done.
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No, they are not scabs by definition. But they are so close to being scabs it's almost fitting. It's a "new breed" if you will.
 
FlyChicaga said:
No, they are not scabs by definition. But they are so close to being scabs it's almost fitting. It's a "new breed" if you will.
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So would you rather fly with a COA scab or a Go Jets scab?
 
"UPS did exactly the same thing when they started their flight operation and it didn't take long for the pilots to get organized and replace them"

Close. UPS started out by buying IPEX, a small DC8 operation. Those guys were Teamsters Airline division so that became the defacto union at UPS for the first two years. In 1990, a few, very brave, line pilots, led by Bob Miller, decided we could do better and formed a union. Remember, back in those days UPS was small and freight was kinda looked down on, so we didn't attract much attention from ALPA. An in-house union, the IPA, was formed and voted in. The rest is history.

I worked for a Convair operation in the late 80's called SMB stage line. 40 pilots working under Teamsters Airline division. It was the most harmonious labor/management pilot job I've ever had.
 
"I just have mixed feelings about unions. I see the benefit sometimes, but I also see how they can get out of hand aas well"

All I can say is, without unions (pilot groups sticking together for the common good), we'd be worse off than we are today. That alone is enough for me.
 
DE727UPS said:
In 1990, a few, very brave, line pilots, led by Bob Miller, decided we could do better and formed a union. Remember, back in those days UPS was small and freight was kinda looked down on, so we didn't attract much attention from ALPA. An in-house union, the IPA, was formed and voted in. The rest is history.
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Was UPS really a smaller company in and around 1990? Their the largest freight airline in the world now. But I can't imagine them being smaller then your average "major" back in the 80's-90's! Was there growth that explosive in the later part of the 90's and early 2000's?
 
Maximillian_Jenius said:
Was UPS really a smaller company in and around 1990? They're the largest freight airline in the world now. But I can't imagine them being smaller then your average "major" back in the 80's-90's! Was their growth that explosive in the later part of the 90's and early 2000's?
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In 1988, UPS received authorization from the Federal Aviation Administration (FAA) to operate its own aircraft, thereby officially becoming an airline. Recruiting the best people available, UPS merged a number of cultures and procedures into a seamless operation called UPS Airlines.

UPS Airlines was the fastest-growing airline in FAA history, formed in little more than one year with all the necessary technology and support systems. Today, UPS Airlines is one of the 10 largest airlines in the United States.

http://www.ups.com/content/us/en/about/history/1990.html
 
I have been to CVG quite a bit recently for training and a couple of non-rev trips. GoJets does almost all of the UAex flying in CVG and it always seems that there is a broken GJ plane sitting across the ramp from all the DL stuff. This borken plane comes complete with a Comair MX truck parked next to it (Contract MX and all). I guess I don't mind us getting the extra dough from some scumbag opperation.

I can see the pilots now.....oh, no that yellow light is flashing what to do? (master caution on the glareshield, that thing goes off ALL the time when ever you do anything) Either that or they have some shady azz MX practices to go with some shady azz labor practices.
 
More then likely just new airplanes they are breaking in. I'll be one of the last people to ever defend gojets, but I'm sure their training is ok. As far as I know know the training is done by the same department that does TSAs training and I have a few friends there who say it is fine. Strange thing about that.... somehow they are two seperate companies even though they have a common training department.

Speaking of new airplanes.... I heard a story today about how Doug Parker (US Airways CEO) was asked if he was aware of all the problems that B6 was having with the E190 and if it would factor in to the deployment of them at Airways. He replied that he had called Neeleman and asked if he wanted to sell his delivery slots to Airways. I guess they said no. However, if they keep loosing money like this they might have to to raise some cash. (I'm kidding B6 supporters! Really!)
 
I am (almost) quite sure their training sylabus is fine for the piolots as they had to get a new 121 cert. to run the place.

I guess I was going on the old adage "you get what you pay for", that if they aren't paying much they probably are not geting much in return.

In my experience in the field (seeing the different operations in BGR) that is definately true. Mesa was horrible as USex and when AWAC came in they were much better. I have had some issues with Pinnacle about procedures and a few of their stupid ideas.

I have seen ExpressJet have 2 mechanical issues in over 9 months, both was a radio frequency interference with some stuff. They have only had 1 APU defered and ACARS was defered once. and they are having planes taken away from them because they are too expensive.
 
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