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hmmmmmmm.... what to do, what to do....... beardus... whats your decision??
whats a black light?
anyone here have any experience with canceled stock?? what would be a reason for some positive bumps??
what do you mean exactly??
you hanging on beardus??
I think Iam selling.....
ummmmmm....about this volume...WTF
anyone know whats going on??
the truth is NO ONE knows......... the airline industry is an unpredictable animal... Some of you put a little hope into OFF and now that he flew the coop so did some of the peace within your mind...
the truth is no one knows... not off, not even JO...
this is a gamble, a roll of the dice.... black we lose it all and red we win it all. nothing in between my friends....
.
dont stress!!!! i hear good things from those within the industry and then negative things on this board. Its actually a pretty extreme dichotomy. I talked to a mesa mechanic today and he was very hopeful!!!
BF=bestfriend not boyfriend..Iam straight.. haha
beardus.... my BF who has been a captain over there for 7 years just called me and told me that Mr.Foley (some upper management pinhead) walked into the training department and told a classroom of students that they plan on hiring again by next summer.....
put that in your pipe and smoke on it this weekend.. I feel good about this stock. they will turn around..they always do
i talked to a skywest mechanic today and she was pulling her hair out bc her team was in the middle of doing a seat check on 67 jets that all have Mesa tail numbers....
beardeus...this is what we all at skywest have been buzzing about...
rumor 1... skywest buys mesa and then integrates the pilots into our list. (this is a headache for skywest, awesome for us shareholders, and ideal for US-Air bc there will be little interruption of service)
rumor 2.. skywest buys the assets and mesa goes bye bye (awesome for skywest, kinda shitty for US-air bc of the resulting gap of service, and then of course it sucks the big one for us...)
....everyone should pray to their aviation god that rumor #1 transpires..
My bet is rumor #1 is gonna materialize.. US-air has everyone by their balls...
this stock is either gonna disappear or its gonna sky rocket to flight level three seven zero..
skw is buying comair assets and mesaq routes, rampers, agents, aircraft, and pilots.....
win big or lose big on this one......... nothing in between
talked to a management guy at skywest and he told me that three days ago it was pretty close to a done deal as far skywest buying mesa and taking over us-air ops... then he told me as of two days ago Johnny O pulled some money out of his ass and now he felt as though there was probably a 60/40 chance... who the hell knows..
but i will tell you this.......tons of rumors at skywest amongst the employees!!
my opinion is if skywest purchases mesa and the commons are honored, we are gonna see enormous jumps in the PPS over the next couple years. This is the theory Im hanging on to......
but then again....WTFDIK. perhaps my theory only exists to easy my troubled mind....
its a gamble..I PERSONALLY believe that only the extremes are going to transpire. Either we all lose every single penny or we see gigantic gains.. nothin in between. but then again, WTFDIK....
if i hear anything on my side Ill be sure to let everyone know...
we may see .062? hold on for a sec, let me call my tarot card reader....
ok, she says that we may see .062. she said her cards are just are just as accurate as all the predictions on this board.....
who should we trust? my tarot card reader or the predictions made on investorhub.com??
listen man, I bought 150,000 and my average pps is a whopping .09. My theory in the beginning was to hold on all the way to the end.. Even though it makes me sick to my stomach that we are here at .03, Im still holding on and praying every night to the aviation gods that this all works out...
why do you ask me if we are gonna see .062? Is that a real question?
dude, I dont know what would happen to the commons if this happened. Thats what I would like to know as well... maybe offs has some insight..
no, they did not do that for asa or express jet...
asa and expresjet operate alone so there is no need to train anyone.......
...and I was with MESA for two yrs and have been with skywest for seven. In that time I have never heard a peep from a single person that skywest was gonna acquire MESA...
... Im telling you, these rumors are strong at Skywest. Everyone is talking and everyone is excited...
..and something else you should know.. when skywest purchased expressjet, their stock doubled!!
just telling you the rumors WITHIN the industry....
It is however a fact that the skywest training department has been working on a training course outfitted specifically for mesa pilots... and it is also a FACT that this course has been approved by the FEDS..
I know this to be a fact bc I recently had an FAA inspector in my jumpseat who was part of the committee responsible for approving a training outline.. SKYWEST is in negotiations with US-AIR. Make no mistake my friend...
And if skywest bought mesa....wouldnt that be good for you my friend??
one of two things are gonna happen here...
a. mesa liquidates and skywest picks up the broken pieces in phoenix
b. skywest buys mesa like they did with expressjet and ASA
FACTS.. Skywest was just approved by the FAA to absorb a pool of pilots with CRJ experience and train them according to skywest procedure in as little as two weeks time. This means Skywest is preparing to buy MESA and continue US-air operations out of phoenix with little disruption to service. The rumors are strong amongst the training department at skywest that US-AIR flying is coming their way.... BUENO for US-AIR and skywest!
If mesa were to liquidate, skywest would move in and takeover but there were be a huge loss in flying on the US-air side as it takes awhile to get your shit together for such a huge operation. NO BUENO for US-AIR!!
WORD IS AMONG THE MESA GUYS IS THAT IT IS A DONE DEAL!!!!!! since the beginning this stock only moves on news.. hold on fellas, finally its gonna takeoff........
exactly matty..
southwest is considered a major...and the other two that you are talking about i havent a clue.
just think of it this way..generally any airline that operates 737's or larger is considered a major. any airline that operates smaller aircraft like crj 200, 700, 900, or erj's, dash 8's, BE 1900's, ect.. are considered regionals..... and most of the regionals that either own these aircraft or lease them, operate these aircraft painted with the colors of whatever codeshare they are contracted out to. For example, Skywest airlines, the largest regional in the country. All their aircraft are painted either delta or united colors... make sense ??
all regionals get their revenue from codeshare mattydog...
rumors at skywest among employees is that they are buying mesa....
is this your big news lunch??? a failed venture that JO took part in 2008...... NIce man, you should take a ride in your hot tub time machine into the future. That would benefit us a little more...
lunch is full of bs........... there is no news my man,,,
I talked to 3 mesa guys and they all know nothing...........
alright...enough of this..i'm making some phone calls..
haha...i hear ya beardus. 90 percent of them talk out of there asses... forum boards are indeed an eye opener for me...
hey beaurdus..do you know whats goin on tomorrow??
whats goin on wensday??
what news is coming lunch??? ill get on the horn and find out whats up......
how and why would that affect us my friend?? The flight attendants at Mesa never had a union nor will they ever...especially with a BK company nonetheless..
no severence expenses man..
The regional airline partners of United and Continental Airlines will no doubt face a period of some uncertainty as the major airlines prepare to merge their operations into the world’s largest international airline. Few of the airlines can know for sure how each of their operations might feel the effects of the planned merger, but it appears the various airlines that fly as United Express, Continental Express and Continental Connection can at least take some solace in the fact that United’s and Continental’s domestic networks tend to complement each other, and that the combined carrier will continue to fly to all the communities each airline now serves.
Now flying to eight domestic hubs, the combined carriers maintain relationships with 12 separate regional airlines spread across the U.S. No longer truly divided by geography, the United Express network now consists of eight partners, including Atlantic Southeast, which connects Washington and Chicago with various points east; Colgan Air, which flies out of Boston, New York
La Guardia, Houston and Washington Dulles; Mesa Air Group, which flies out of Denver, Chicago and Washington; Shuttle America, which flies out of Atlanta, Chicago, Denver and New York; GoJet, which flies from Chicago, Denver and Washington; Trans States, which operates from Chicago and Washington; and ExpressJet, which flies from Washington and Chicago.
Continental, meanwhile, employs ExpressJet, Chautuaqua Airlines, Colgan Air, CommutAir, Gulfstream International Airlines and Cape Air in a similarly complex network emanating from hubs in Houston, Cleveland and Newark, and to and from points covering virtually every region of the U.S., the Bahamas and Guam.
Although United has talked of enhancing service to underserved small- and medium-sized communities, it stands to reason that some secondary cities such as Albany, N.Y., could become vulnerable to cuts. For example, United and United Express fly to Albany from Chicago O’Hare and Washington Dulles, while Continental’s regional affiliates serve Albany from Newark and Cleveland. Depending on how the “new” airline decides to serve Albany, it seems doubtful that all the connecting options to four major hubs will survive. “That falls into I think exactly what [United and Continental] are looking for, opportunities to cut capacity,” said Teal Group analyst Richard Aboulafia.
“One of the good things about this merger is there is relatively little geographic overlap,” said Aboulafia. “So it’s not as though you can really see some regionals getting hurt, [as if the merger] were with US Airways. The Newark position, of course, with Continental Express, that doesn’t look terribly affected. Conceivably, some regional traffic out of Houston [could go away], but not much to speak of.”
In fact, only 14 domestic cities served by the two carriers overlap; but even if United keeps its promise to maintain service to all the cities the two airlines serve today, more efficient use of the various hubs and spokes will change service patterns, and likely lead to more efficient use of the regional partners. If, for example, the “new” United finds that eastbound passengers from Green Bay flock to the new Green Bay-Cleveland service recently launched by Continental, it could maintain the service and remove some of its capacity from Green Bay to Chicago.
“That’s certainly one they’ll look at,” said Hamlin Transportation Consulting president George Hamlin. “It’s probably more efficient in economic routing to go to the Northeast via Cleveland than it is Chicago because the geography of it is more direct and you’re going into and out of a crowded hub [in Chicago]. Put it this way, the loss of Green Bay and Chicago wouldn’t be meaningful. There’s traffic to be flowed west and south via Chicago. But a smart operator would find a way to optimize the two.”
Meanwhile, many destinations out of Cleveland could prove ideal for an aircraft the size of an Embraer E170/175 or Bombardier CRJ700/900–airplanes Continental may not operate under the terms of its present scope clause. The scope clause at United now allows airplanes that carry up to 76 seats, while the Continental clause for regional jets has remained at 50 seats for many years. Although Continental Connection’s Colgan Air affiliate flies 74-seat Q400s, 50-seat Embraer ERJ145s have dominated its regional fleet since former Continental Express CEO David Siegel negotiated with Continental management for their acquisition in the mid-1990s.
The Continental pilot roster hasn’t yet addressed the issue publicly, but scope could certainly stand as one of the major points of contention when the groups negotiate to merge their seniority lists. “Given the fact that one of the two carriers is not dealing in this size space, there’s going to be some negotiation in all likelihood,” said Hamlin. “At the upper end of the regional business that might open up some opportunities in the Continental system,” he added. “There’s no easy answer to this question.
“One outcome could be simply an agreement to freeze everything in place, where United can have 70-seaters and the Continental ones can’t. That’s a possibility,” added Hamlin. “It would surprise me if they don’t move in the direction of opening that size capacity in the former Continental system,” which, of course, could prove tremendously valuable to a regional given the proportion of flying they now perform for their mainline partners even in point-to-point service.
Whatever strategy it eventually formulates for its various regional partners, United said it expects the merger to deliver $1.0 billion to $1.2 billion in net annual “synergies” by 2013, including between $800 million and $900 million of incremental annual revenues, in large part from expanded customer options resulting from the greater scope and scale of the network, and additional international service facilitated by the broader network of the combined carrier. The combined company also expects to realize between $200 million and $300 million of net cost “synergies” by 2013.
What those synergies mean to passengers might depend on which hub they use, and much will depend on which cities the combined airline deems most valuable. Some might see some slight decline in frequencies on some routes, while others might see an increase, but because few of the airline’s routes overlap, the changes could prove subtle. Frequent fliers used to accumulating miles on either airline will feel no effect whatsoever, as both airlines now belong to the Star Alliance.
OK, heres some accurate information. Industry wide for a regional airline the staffing is typically 5 crews (10 pilots per aircraft) Mesa has been operating 3.5 crews per aircraft for the past 5 plus years on the freedom side (delta ERJ SIDE). As of right now the pilot group stands to be 1000 pilots large and management is looking to shed 200 of them.....
there are 63 airplanes remaining which means mesa needs about 440 pilots to operate the way in which it has for the past 5 yrs
After the cutbacks there will be 800 pilots left....
Mesa will have 360 pilots on staff that they wont need to operate these 63 airplanes...
360!!!!!!!! Thats a shi.. load! NO DOUBT IN MY MIND THEY HAVE SOMETHING UP THEIR SLEEVES
OK, heres some accurate information. Industry wide for a regional airline the staffing is typically 5 crews (10 pilots per aircraft) Mesa has been operating 3.5 crews per aircraft for the past 5 plus years on the freedom side (delta ERJ SIDE). As of right now the pilot group stands to be 1000 pilots large and management is looking to shed 200 of them.....
there are 63 airplanes remaining which means mesa needs about 440 pilots to operate the way in which it has for the past 5 yrs
After the cutbacks there will be 800 pilots left....
Mesa will have 360 pilots on staff that they wont need to operate these 63 airplanes...
360!!!!!!!! Thats a shi.. load! NO DOUBT IN MY MIND THEY HAVE SOMETHING UP THEIR SLEEVES