No one seems to know where ATA is going with the "6 or 8, 757-200's" (sic) because we aren't going anywhere new with them per se. They will be used primarily for system spares -- a luxury we have not had in some time -- and to add frequency and right size our flying.
Vanguard -- what's the problem with working hard at work? Try a day in a C8
outstation where agents are cross-utilized and you'll be begging to go back to MDW
and load a GDL
flight. Getting screwed out of pay? You guys are union, correct? I'm sure you're at the top of your game if you take the time to contribute to this forum, but, from what I've observed waiting for flights in MDW
, y'all have some real characters as coworkers.
Cb777 -- I'm not sure where you got your number from, but NY flights tend to go out more than half full most of the time when I'm looking at them. The SFO
flights are light, but, remember that the red-eye is all gravy. The airplane would be sitting overnight in SFO
in between Hawaii turns if we didn't fly the transcon with it. As long as direct operating costs are covered, we're in good shape.
I'd be surprised to see a Saab 2000 announcement anytime soon. ATA's debt load is high and isn't shrinking with the addition of more mainline a/c. C8
is the ATA step-child and will only see a new fleet when it befits ATA to give us such. Undoubtedly we will eventually operate a larger turboprop as opposed to RJs for the reasons enumerated above.
The connection times in MDW
will be improving as more of our new gates come online in MDW
next year. This will top off the MDW
flying and from there we might be able to look at lowering the minimum connection time -- at least between certain flights. Remember, MDW
is largely O&D traffic -- connx opportunities are gravy.
Pitch ranges from 30-to-33 inches across the mainline fleet.
Great job to all in achieving record punctuality numbers!