Oh, and BTW, many of those hundred of east retirees are junior to me also.
And, I do not know if you heard, but there is a merger going on, and I really do not expect the usapa induced stagnation( I.e. Scabbing of west jobs) to continue much longer.
August 2013 Pilot Discussion
- Thread starter Falcon
- Start date
- Status
Oh, and BTW, many of those hundred of east retirees are junior to me also.
And, I do not know if you heard, but there is a merger going on, and I really do not expect the usapa induced stagnation( I.e. Scabbing of west jobs) to continue much longer.
No leverage? Really?
I guess we need to start back at the basics.
final and binding means it just does not go away.
What leverage do you have? You do realize usapa will be gone in about 8 months?
I don't think USAPA has that much to do with it in the MB shake out. Our DOH will come into play and place each pilot where they should be......none of this BS NIC of jumping ahead 17 years. You're right on one count about 4 arbitrations....that was Traitor, sorry.
The alpa pilot neutrals were united pilots, during the time when US Airways and United were considering merging.
"Do I believe in arbitration? I do. But not in arbitration between the lion and the lamb, in which the lamb is in the morning found inside the lion."
Samuel Gompers
USA320Pilot
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APA to Become Our Collective Bargaining Agent Before Memorial Day 2014?
MOU, Paragraph 26 states: APA Shall file a single carrier petition with the NMB as soon as practical after the Effective Date, when APA determines that the facts support the legal requirements for the filing of a petition but in no event later than four months after the Effective date. If and when the NMB makes a single-carrier finding, the single carrier acknowledged by the NMB and the certified representative shall be governed by the Memorandum.
Point #1: The U.S. Bankruptcy Court has scheduled AMR’s POR Confirmation Hearing for August 15, 2013.
USAPA’s What’s up on the Line?: July 10, 2013: “POR Effective Date (estimated to be on or around September 1).”
USAPA NAC Update: January 27, 2013: “(The single-carrier decision will take) 6-8 months for the NMB to issue a decision.”
USAPA Reconvened BPR Second Quarter Regular Meeting Recap dated July 12, 2013 said: “VP Steve Bradford reported on his recent activities, including work on the Declaratory Judgment Appeal and meeting with newly-elected APA officers VP Neil Roghair and S/T Pam Torell on initial talks concerning transitioning union representation.”
APA Communications Committee Q&A:
“Q: What can we expect in the way of integrating the two pilot unions once the corporation exits bankruptcy?”
“A: Once the corporation exits bankruptcy, APA will seek a ruling from the National Mediation Board that the two carriers constitute a single employer. APA anticipates a favorable ruling in the spring of 2014, which will likely lead to a decision that affirms APA as the collective bargaining agent for the two pilot groups.”
Discussion: APA must file a single-carrier petition with the NMB within four months of the Effective Date of the MOU. The Effective Date of the MOU will be the POR Effective Date, which USAPA estimates will “be on or around September 1, 2013.”
Therefore, for APA to expect a final ruling by the NMB in the Spring of 2014 for APA to become our collective bargaining agent or the agent for the two pilot groups the American Airlines pilot's union will have to file their single-carrier petition with the NMB early this fall on or about October 1[sup]st[/sup]. It appears the movement to replace USAPA is on the fast-track and we should be APA represented pilots before Memorial Day 2014.
Furthemore, it appears USAPA understands this too because the union said on July 12, 2013 “initial talks concerning transitioning union representation (have begun with APA).”
USA320Pilot
MOU, Paragraph 26 states: APA Shall file a single carrier petition with the NMB as soon as practical after the Effective Date, when APA determines that the facts support the legal requirements for the filing of a petition but in no event later than four months after the Effective date. If and when the NMB makes a single-carrier finding, the single carrier acknowledged by the NMB and the certified representative shall be governed by the Memorandum.
Point #1: The U.S. Bankruptcy Court has scheduled AMR’s POR Confirmation Hearing for August 15, 2013.
USAPA’s What’s up on the Line?: July 10, 2013: “POR Effective Date (estimated to be on or around September 1).”
USAPA NAC Update: January 27, 2013: “(The single-carrier decision will take) 6-8 months for the NMB to issue a decision.”
USAPA Reconvened BPR Second Quarter Regular Meeting Recap dated July 12, 2013 said: “VP Steve Bradford reported on his recent activities, including work on the Declaratory Judgment Appeal and meeting with newly-elected APA officers VP Neil Roghair and S/T Pam Torell on initial talks concerning transitioning union representation.”
APA Communications Committee Q&A:
“Q: What can we expect in the way of integrating the two pilot unions once the corporation exits bankruptcy?”
“A: Once the corporation exits bankruptcy, APA will seek a ruling from the National Mediation Board that the two carriers constitute a single employer. APA anticipates a favorable ruling in the spring of 2014, which will likely lead to a decision that affirms APA as the collective bargaining agent for the two pilot groups.”
Discussion: APA must file a single-carrier petition with the NMB within four months of the Effective Date of the MOU. The Effective Date of the MOU will be the POR Effective Date, which USAPA estimates will “be on or around September 1, 2013.”
Therefore, for APA to expect a final ruling by the NMB in the Spring of 2014 for APA to become our collective bargaining agent or the agent for the two pilot groups the American Airlines pilot's union will have to file their single-carrier petition with the NMB early this fall on or about October 1[sup]st[/sup]. It appears the movement to replace USAPA is on the fast-track and we should be APA represented pilots before Memorial Day 2014.
Furthemore, it appears USAPA understands this too because the union said on July 12, 2013 “initial talks concerning transitioning union representation (have begun with APA).”
USA320Pilot
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Robert Mann selected as USAPA Merger Committee Consultant: July 12, 2013
USAPA Reconvened BPR Second Quarter Regular Meeting Recap: At approximately 10:13, the Consultant Contract with Bob Mann was presented and the following resolution was moved/seconded by Scherff/Dugstad and passed unanimously.
BE IT RESOLVED THAT the Board of Pilot Representatives approves the Consulting Contract for Bob Mann as presented by the Executive Vice President.
BE IT FINALLY RESOLVED THAT the Secretary Treasurer and Merger Committee will advise the BPR when the expenditure exceeds $ 100,000.
CJ Szmal said: “FYI Bob Mann was the hired consultant for the AWA MEC Merger Committee. A strong advocate and endorser of the Nicolau Award construction. In fact, it was Mr. Mann's advocacy and work on the analysis of the standing of the respective airlines in the AWA/AAA merger which swayed George Nicolau's decision.
Why would USAPA retain a consultant who advocated the Nicolau Award? Would this same consultant reverse himself and now advocate USAPA constitutionally mandated DOH with C&Rs policy? Was the USAPA BPR fully aware of Mr Mann's position on the validity of the Nicolau Award when they "unanimously" votes to hire him? Curious minds...”
Discussion: I wonder how some of the East pilots feel about USAPA selecting Bob Mann as their Merger Advisor who was the America West Merger Committee’s consultant and according to former AWA MEC Chairman CJ Szmal is “A strong advocate and endorser of the Nicolau Award construction.” I’m curious to hear from forum members their view of this appointment?
USA320Pilot
USAPA Reconvened BPR Second Quarter Regular Meeting Recap: At approximately 10:13, the Consultant Contract with Bob Mann was presented and the following resolution was moved/seconded by Scherff/Dugstad and passed unanimously.
BE IT RESOLVED THAT the Board of Pilot Representatives approves the Consulting Contract for Bob Mann as presented by the Executive Vice President.
BE IT FINALLY RESOLVED THAT the Secretary Treasurer and Merger Committee will advise the BPR when the expenditure exceeds $ 100,000.
CJ Szmal said: “FYI Bob Mann was the hired consultant for the AWA MEC Merger Committee. A strong advocate and endorser of the Nicolau Award construction. In fact, it was Mr. Mann's advocacy and work on the analysis of the standing of the respective airlines in the AWA/AAA merger which swayed George Nicolau's decision.
Why would USAPA retain a consultant who advocated the Nicolau Award? Would this same consultant reverse himself and now advocate USAPA constitutionally mandated DOH with C&Rs policy? Was the USAPA BPR fully aware of Mr Mann's position on the validity of the Nicolau Award when they "unanimously" votes to hire him? Curious minds...”
Discussion: I wonder how some of the East pilots feel about USAPA selecting Bob Mann as their Merger Advisor who was the America West Merger Committee’s consultant and according to former AWA MEC Chairman CJ Szmal is “A strong advocate and endorser of the Nicolau Award construction.” I’m curious to hear from forum members their view of this appointment?
USA320Pilot
You frequently conspire with captain gay, what does he think about it.
You posted his tweets on the same day.
http://www.airlinefo...192#entry823111
https://twitter.com/airbusguy2000
Wines improve with age, whiners do not. Ten years ago, the horses arse did not change colors.
http://www.airlinefo...o-is-chip-munn/
http://www.airlinefo...o-is-chip-munn/
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Well look who has crawled out of the wood work. FYI, just because APA may be the pilot representative next year, USAPA is still THE legal entity that represents the US Airways pilots regarding the SLI. I'm not sure of you're point here Chip other than to stir up ####.
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So. Maybe it's because Mann can sell snow to an Inuit. Chip, your analysis of just about anything airline has ALWAYS been highly suspect. It's self evident APA will probably be the union after the merger. That never was in any doubt. The real question should whether ANY union at AMR will have any clout in future contract negotiations when their respective CBA's become amendable.
Why don't you PREDICT that!
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Here, debate THIS:
Companies can bypass seniority with NEW CAPTAINS!
ALPA Hails New Qualification Standards for Airline First Officers
WASHINGTON—The Air Line Pilots Association, Int’l (ALPA) hailed today’s announcement by the U.S. Federal Aviation Administration (FAA) that the agency is increasing the minimum qualification requirements for first officers (copilots) who fly for U.S. passenger and cargo airlines. The new regulations, which go into effect on August 1, reflect ALPA’s efforts on several fronts and incorporate several ALPA recommendations.
In addressing ALPA members about the significance of the new rule, the Association’s president, Capt. Lee Moak, noted, “ALPA was instrumental in helping to develop these regulations through its participation on the related FAA-industry Aviation Rulemaking Committee, by working with the FAA and airline industry stakeholders, and by submitting extensive comments on the proposed rule.
“The Association’s top concern remains safety,” he stressed, “but ALPA will do all in its power to make the transition to the new pilot qualifications rule as smooth and seamless as possible for our members.”
Directed by Congress, the Airline Safety and FAA Extension Act of 2010 called for increased minimum requirements for airline first officers. The new rule mandates that airline first officers hold an air transport pilot (ATP) certificate or the new “restricted ATP.”
An ATP certificate requires, among many other qualifications, that the pilot be at least 23 years old and have logged at least 1,500 hours of flight time.
The “restricted ATP” will require pilots to be at least 21 years old with
• 750 flight hours if they are military-trained and qualified,
• 1,000 flight hours if trained in a four-year college or university-accredited aviation training program leading to a bachelor’s degree, or
• 1,250 flight hours if trained in a two-year college aviation program leading to an associate’s degree.
Pilots who obtain their certificates and ratings via non-structured general aviation flight training can qualify for the restricted ATP at age 21 with 1,500 hours of flight time.
The new rule also requires, per ALPA’s recommendation, that first officers be “type rated” in the aircraft they fly in airline service—i.e., receive special training and testing on operation of that specific aircraft type.
Military PIC time (as much as 500 hours) in a multi-engine, turbine-powered, fixed-wing airplane in an operation requiring more than one pilot may also be credited towards the 1,000 hours.
At ALPA’s urging, the FAA has not changed the type of medical certification required for airline first officers—they will still be required to hold a second class FAA airman medical certificate.
Founded in 1931, ALPA is the world’s largest pilot union, representing more than 50,000 pilots at 33 airlines in the United States and Canada.
Companies can bypass seniority with NEW CAPTAINS!
ALPA Hails New Qualification Standards for Airline First Officers
WASHINGTON—The Air Line Pilots Association, Int’l (ALPA) hailed today’s announcement by the U.S. Federal Aviation Administration (FAA) that the agency is increasing the minimum qualification requirements for first officers (copilots) who fly for U.S. passenger and cargo airlines. The new regulations, which go into effect on August 1, reflect ALPA’s efforts on several fronts and incorporate several ALPA recommendations.
In addressing ALPA members about the significance of the new rule, the Association’s president, Capt. Lee Moak, noted, “ALPA was instrumental in helping to develop these regulations through its participation on the related FAA-industry Aviation Rulemaking Committee, by working with the FAA and airline industry stakeholders, and by submitting extensive comments on the proposed rule.
“The Association’s top concern remains safety,” he stressed, “but ALPA will do all in its power to make the transition to the new pilot qualifications rule as smooth and seamless as possible for our members.”
Directed by Congress, the Airline Safety and FAA Extension Act of 2010 called for increased minimum requirements for airline first officers. The new rule mandates that airline first officers hold an air transport pilot (ATP) certificate or the new “restricted ATP.”
An ATP certificate requires, among many other qualifications, that the pilot be at least 23 years old and have logged at least 1,500 hours of flight time.
The “restricted ATP” will require pilots to be at least 21 years old with
• 750 flight hours if they are military-trained and qualified,
• 1,000 flight hours if trained in a four-year college or university-accredited aviation training program leading to a bachelor’s degree, or
• 1,250 flight hours if trained in a two-year college aviation program leading to an associate’s degree.
Pilots who obtain their certificates and ratings via non-structured general aviation flight training can qualify for the restricted ATP at age 21 with 1,500 hours of flight time.
The new rule also requires, per ALPA’s recommendation, that first officers be “type rated” in the aircraft they fly in airline service—i.e., receive special training and testing on operation of that specific aircraft type.
Military PIC time (as much as 500 hours) in a multi-engine, turbine-powered, fixed-wing airplane in an operation requiring more than one pilot may also be credited towards the 1,000 hours.
At ALPA’s urging, the FAA has not changed the type of medical certification required for airline first officers—they will still be required to hold a second class FAA airman medical certificate.
Founded in 1931, ALPA is the world’s largest pilot union, representing more than 50,000 pilots at 33 airlines in the United States and Canada.
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Here is what APA thinks: (Subtitled Why pay Chip Munn what he makes when we can get new hires and West pilots to do it for less)
FOR IMMEDIATE RELEASE
CONTACT:
Captain Bob Coffman
406-250-8847
Gregg Overman
817-302-2250/817-312-3901
ALLIED PILOTS ASSOCIATION: FIRST OFFICERS SHOULD HAVE THE SAME QUALIFICATIONS AS CAPTAINS
Fort Worth, Texas (Feb. 27, 2013)—The Allied Pilots Association (APA), certified collective bargaining agent for the 10,000 pilots of American Airlines, voiced continued strong support for raising qualification requirements for first officers who fly for U.S. passenger and cargo airlines.
APA President Keith Wilson said that a recent in-flight emergency aboard an Alaska Airlines flight clearly demonstrated the need for highly trained first officers.
“Just last month, when the captain of Alaska Airlines Flight 473 suffered a medical emergency, the co-pilot was left alone to safely land the airplane,” Wilson said. “Emergencies happen, and people can become incapacitated. That’s exactly why you need equally qualified pilots in the cockpit.”
The increased requirement would be consistent with a mandate in the Airline Safety and Federal Aviation Administration Extension Act of 2010.
The FAA proposed to substantially raise the qualification requirements for first officers nearly a year ago. In a press release dated Feb. 27, 2012, FAA Administrator Michael Huerta said, “Our pilots need to have the right training and right qualifications so that they can be prepared for any situation they encounter in the cockpit…I believe this proposed rule will ensure our nation’s pilots have the necessary skills and experience.”
“We totally agree with Mr. Huerta’s statement, especially in light of the Alaska Airlines incident,” Wilson said. “Since last February, we have not heard about any progress on this new rule, and yet the need for increased safety and increased qualifications for first officers has not diminished. The current minimum requirement of 250 hours of in-flight experience is simply inadequate.”
“Airlines need to be focused on the safety ramifications associated with inexperience,” Wilson added. “The FAA needs to refocus on its stated commitment to the safety of the traveling public and raise the pilot qualifications now.”
Founded in 1963, the Allied Pilots Association—the largest independent pilot union in the U.S.—is headquartered in Fort Worth, Texas. APA represents the 10,000 pilots of American Airlines, including 385 pilots on furlough. The furloughs began shortly after the September 11, 2001 attacks. Also, several hundred American Airlines pilots are on full-time military leave of absence serving in the armed forces. The union’s Web site address is www.alliedpilots.org. American Airlines is the nation’s third-largest passenger carrier and fifth-largest cargo carrier.
FOR IMMEDIATE RELEASE
CONTACT:
Captain Bob Coffman
406-250-8847
Gregg Overman
817-302-2250/817-312-3901
ALLIED PILOTS ASSOCIATION: FIRST OFFICERS SHOULD HAVE THE SAME QUALIFICATIONS AS CAPTAINS
Fort Worth, Texas (Feb. 27, 2013)—The Allied Pilots Association (APA), certified collective bargaining agent for the 10,000 pilots of American Airlines, voiced continued strong support for raising qualification requirements for first officers who fly for U.S. passenger and cargo airlines.
APA President Keith Wilson said that a recent in-flight emergency aboard an Alaska Airlines flight clearly demonstrated the need for highly trained first officers.
“Just last month, when the captain of Alaska Airlines Flight 473 suffered a medical emergency, the co-pilot was left alone to safely land the airplane,” Wilson said. “Emergencies happen, and people can become incapacitated. That’s exactly why you need equally qualified pilots in the cockpit.”
The increased requirement would be consistent with a mandate in the Airline Safety and Federal Aviation Administration Extension Act of 2010.
Currently, first officers are required to have only a commercial pilot certificate, which requires 250 hours of flight time.
The FAA proposed to substantially raise the qualification requirements for first officers nearly a year ago. In a press release dated Feb. 27, 2012, FAA Administrator Michael Huerta said, “Our pilots need to have the right training and right qualifications so that they can be prepared for any situation they encounter in the cockpit…I believe this proposed rule will ensure our nation’s pilots have the necessary skills and experience.”
“We totally agree with Mr. Huerta’s statement, especially in light of the Alaska Airlines incident,” Wilson said. “Since last February, we have not heard about any progress on this new rule, and yet the need for increased safety and increased qualifications for first officers has not diminished. The current minimum requirement of 250 hours of in-flight experience is simply inadequate.”
“Airlines need to be focused on the safety ramifications associated with inexperience,” Wilson added. “The FAA needs to refocus on its stated commitment to the safety of the traveling public and raise the pilot qualifications now.”
Founded in 1963, the Allied Pilots Association—the largest independent pilot union in the U.S.—is headquartered in Fort Worth, Texas. APA represents the 10,000 pilots of American Airlines, including 385 pilots on furlough. The furloughs began shortly after the September 11, 2001 attacks. Also, several hundred American Airlines pilots are on full-time military leave of absence serving in the armed forces. The union’s Web site address is www.alliedpilots.org. American Airlines is the nation’s third-largest passenger carrier and fifth-largest cargo carrier.
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Regional Pilots are ready to fill all your MAJOR AIRLINE PILOTS OVERPAID JOBS!
Fellow American Eagle pilots:
I realize that my letters to you often begin by stating that the following is incredibly important, please read it carefully. But in reality, we have been through extremely challenging times at American Eagle beginning with AMR’s proposed divestiture of Eagle in 2011, the bankruptcy in 2012, and now the AA-US Airways merger in 2013. Therefore, once again, I ask for your undivided attention as we discuss our current situation.
Depending on which domicile you are in, you may also be receiving emails from your local council representatives explaining their thoughts on our current situation. I ask that you read all of these publications and formulate your own opinion regarding our current situation and your preferred outcome.
Despite what you may feel about our bankruptcy agreement, there is no question that it is significantly better than the outcome at Pinnacle and Comair. Near the end of the bankruptcy negotiations, we were aware of and in contact with our brothers and sisters at Pinnacle and ended our negotiations with full awareness of their negotiations. Despite the direction that Pinnacle was heading, ALPA, American Eagle, and AMR agreed that the Eagle pilots had met AMR’s cost savings targets and that was sufficient for AMR’s plan of reorganization. Although we knew at that time that Pinnacle would be less expensive than Eagle, it was believed to be an outlier and not a likely industry trend.
What was not public knowledge at the time was that Delta Air Lines has clauses in its regional capacity purchase agreements that essentially allow it to reset the block hour rates that it pays its other regionals to match the second lowest of any of its regional carriers. As a result, Delta’s announcement made public its ability to drive all of its regional feed costs near Pinnacle by the end of 2017. Because nearly fifty percent of all mainline departures are flown by regional partners, the competitive advantage that Delta is threatening to realize is massive.
When Delta’s CEO elected to make this public over a month ago, US Airways management advised us that in light of that development, it is not willing to place the next “large” RJ order at Eagle or any other regional airline that does not have a plan in place to trend toward Pinnacle’s cost structure. And that is where we find ourselves today.
Every EMB at Eagle is on a return/retirement schedule, resulting in a year-over-year reduction in the size of Eagle, beginning last year. Some pilots have opined that a shrinking Eagle will help move pilots to the mainline more quickly. This is not a foregone conclusion since training constraints remain a factor in whether or not Eagle meters, despite the fact that it may have less need for new pilots. In addition, a shrinking airline means that first officers will be inhibited from upgrading and will therefore be challenged to obtain the required Part 121 PIC time necessary for employment eligibility at mainline carriers. In addition, we all witnessed that Delta did not keep Comair’s flight operation open until it had retired all of its aircraft, it shut Comair down when Comair no longer had enough aircraft to justify the flight operation, which in that case was approximately 70 aircraft.
For these reasons and many others, eight of our nine MEC members gave specific direction to the MEC Negotiating Committee to engage with management to look for possible solutions that may be brought to the pilots for your consideration. Even the MEC members who publicly opposed negotiations in their blast emails to you voted in favor of continuing negotiations to see whether any acceptable solution could be found.
This is the right course of action. It is not uncommon for me to hear pilots state, “Tell the company that we’re done negotiating with them,” or “Tell the company we already have a bankruptcy agreement.” Although these statements may sound simple and even correct, they are not. It is not the job of your elected representatives (the MEC) to decide whether to shrink Eagle’s flight operation into non-existence. It is their job to fight vigorously to bring pilots as many viable options as possible so that you can decide the fate of your own career.
The regional industry is in disarray, with Republic, SkyWest, ASA, and ExpressJet pilots all being told that any new contract agreements must result in cost reductions. Delta Airlines has already arranged its capacity purchase agreements to drive down its regional pricing, regardless of the impact to those regional pilots. Your MEC and its negotiating committee are using every resource available to it to find creative ways to address the current industry instability to ensure that we maintain career stability at EGL while allowing those interested in flowing with as much time as possible to do so.
Clearly, if no acceptable solution is available, then no option will ever be presented to the pilot group. On the other hand, if through intensive negotiations under the supervision of your elected representatives, our efforts produce a legitimate option, we will present it to you.
My request of you is that you continue to provide your local representatives, negotiators, and other volunteers the same support and unity that was so prevalent during the bankruptcy negotiations. This negotiation is challenging enough as it is. Please don’t give the company more leverage by succumbing to crewroom rumor that breeds disunity and distrust.
We are engaged with management this week and will report to you as soon as we have something substantial to share.
Fraternally,
Tony Gutierrez
Read more here: http://blogs.star-telegram.com/sky_talk/2013/07/eagle-pilots-may-need-to-give-more-contract-concessions-union-chief-says.html#storylink=cpy
Fellow American Eagle pilots:
I realize that my letters to you often begin by stating that the following is incredibly important, please read it carefully. But in reality, we have been through extremely challenging times at American Eagle beginning with AMR’s proposed divestiture of Eagle in 2011, the bankruptcy in 2012, and now the AA-US Airways merger in 2013. Therefore, once again, I ask for your undivided attention as we discuss our current situation.
Depending on which domicile you are in, you may also be receiving emails from your local council representatives explaining their thoughts on our current situation. I ask that you read all of these publications and formulate your own opinion regarding our current situation and your preferred outcome.
Despite what you may feel about our bankruptcy agreement, there is no question that it is significantly better than the outcome at Pinnacle and Comair. Near the end of the bankruptcy negotiations, we were aware of and in contact with our brothers and sisters at Pinnacle and ended our negotiations with full awareness of their negotiations. Despite the direction that Pinnacle was heading, ALPA, American Eagle, and AMR agreed that the Eagle pilots had met AMR’s cost savings targets and that was sufficient for AMR’s plan of reorganization. Although we knew at that time that Pinnacle would be less expensive than Eagle, it was believed to be an outlier and not a likely industry trend.
What was not public knowledge at the time was that Delta Air Lines has clauses in its regional capacity purchase agreements that essentially allow it to reset the block hour rates that it pays its other regionals to match the second lowest of any of its regional carriers. As a result, Delta’s announcement made public its ability to drive all of its regional feed costs near Pinnacle by the end of 2017. Because nearly fifty percent of all mainline departures are flown by regional partners, the competitive advantage that Delta is threatening to realize is massive.
When Delta’s CEO elected to make this public over a month ago, US Airways management advised us that in light of that development, it is not willing to place the next “large” RJ order at Eagle or any other regional airline that does not have a plan in place to trend toward Pinnacle’s cost structure. And that is where we find ourselves today.
Every EMB at Eagle is on a return/retirement schedule, resulting in a year-over-year reduction in the size of Eagle, beginning last year. Some pilots have opined that a shrinking Eagle will help move pilots to the mainline more quickly. This is not a foregone conclusion since training constraints remain a factor in whether or not Eagle meters, despite the fact that it may have less need for new pilots. In addition, a shrinking airline means that first officers will be inhibited from upgrading and will therefore be challenged to obtain the required Part 121 PIC time necessary for employment eligibility at mainline carriers. In addition, we all witnessed that Delta did not keep Comair’s flight operation open until it had retired all of its aircraft, it shut Comair down when Comair no longer had enough aircraft to justify the flight operation, which in that case was approximately 70 aircraft.
For these reasons and many others, eight of our nine MEC members gave specific direction to the MEC Negotiating Committee to engage with management to look for possible solutions that may be brought to the pilots for your consideration. Even the MEC members who publicly opposed negotiations in their blast emails to you voted in favor of continuing negotiations to see whether any acceptable solution could be found.
This is the right course of action. It is not uncommon for me to hear pilots state, “Tell the company that we’re done negotiating with them,” or “Tell the company we already have a bankruptcy agreement.” Although these statements may sound simple and even correct, they are not. It is not the job of your elected representatives (the MEC) to decide whether to shrink Eagle’s flight operation into non-existence. It is their job to fight vigorously to bring pilots as many viable options as possible so that you can decide the fate of your own career.
The regional industry is in disarray, with Republic, SkyWest, ASA, and ExpressJet pilots all being told that any new contract agreements must result in cost reductions. Delta Airlines has already arranged its capacity purchase agreements to drive down its regional pricing, regardless of the impact to those regional pilots. Your MEC and its negotiating committee are using every resource available to it to find creative ways to address the current industry instability to ensure that we maintain career stability at EGL while allowing those interested in flowing with as much time as possible to do so.
Clearly, if no acceptable solution is available, then no option will ever be presented to the pilot group. On the other hand, if through intensive negotiations under the supervision of your elected representatives, our efforts produce a legitimate option, we will present it to you.
My request of you is that you continue to provide your local representatives, negotiators, and other volunteers the same support and unity that was so prevalent during the bankruptcy negotiations. This negotiation is challenging enough as it is. Please don’t give the company more leverage by succumbing to crewroom rumor that breeds disunity and distrust.
We are engaged with management this week and will report to you as soon as we have something substantial to share.
Fraternally,
Tony Gutierrez
Read more here: http://blogs.star-telegram.com/sky_talk/2013/07/eagle-pilots-may-need-to-give-more-contract-concessions-union-chief-says.html#storylink=cpy
cactusboy53
Veteran
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WRONG. The Nicolau Seniority list is the ONLY list that has been accepted by the CEO of the NEW US Airways. He has had that list since late 2007. He has not accepted any other list. No other party involved has approved or accepted DOH, DOH-lite, or DOH w/ C&R's. EVERYONE in the industry and in the courts understand what USAPA is trying to pull. EVERYONE.
Mike Cleary and the rest of the down and out kids at the AAA Merger Committee already told your in 2000 that NO SENIORITY LIST had ever been vacated by the courts.
All you have achieved so far Breeze is DELAY and the gain of $800 Million dollars in LCC's pocket (when most of it could have been in ours with not one but TWO post merger contracts!).
USAPA's time is running out and the delay game is about to come to an end. USAPA will go down in the history of Commercial Airline "union representation" as the dismal failure it is. Good for you.
Legally, morally, logically and ethically the former America West pilots remain on high ground. USAPA....not so much. Have a great weekend, Breeze. Enjoy the upcoming new contract & merger that will finally take your wages out of bankruptcy.
nycbusdriver
Veteran
I really wish some smart airline-savvy statistician would examine the FAA records on pilots, the level of their licensing, the number of "new starts," the number of ATP written exams completed, the number of ATPs reaching age 65 in the next decade, the number of new ATP pilots each year for the past decade, etc. as well as projected passenger demand, current aircraft orders, etc. and number of US military pilots trained each year and their retention levels....and then that statistician might come up with a projection that (I feel in my gut) simply demolishes any pie-in-the-sky idea that DA, UA and AA will be able to sustain any kind of significant regional presence. Simply put, who exactly is going to staff these RJs, and who exactly is going to endure slave-wages as the mainline opportunities explode in number?
Getting qualified to be an airline pilot has always been an expensive proposition when done privately, and getting a military pilot training slot is now akin to winning the PowerBall (and the military now pays enough to retain their pilots.) And each passing day, both of these propositions get even more difficult and/or expensive. And now it is near impossible for even the relatively well-financed "Joe" to get the minimum hours to even fly co-pilot on an EMB 145. And the impending rest rules will further tighten the demand for raw numbers of ATPs.
I see an implosion on the horizon. Am I missing something? If pilots would actually get their act together and act like real union workers (i.e. the blue collar workers they truly are), they would find themselves with incredible leverage over the next decade.
Now, where is that smart statistician with the graphs and pie charts?
(Please don't start posting links to sites that really don't deal with the entire picture. There are a lot of "pieces of the puzzle" out there for anyone to see. But no one has solved the jigsaw yet, except maybe the airlines themselves who are desperate to keep the reality under wraps.)
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