KnightFlyer

Thanks for asking.

- Why no moving of excess deviation bank monies to an adjacent bid month?

- Why no bidding of ITU training dates?

- Is the 3%/year penalty still in place for early retirement? Couldn't find it (PBB?)

- Are there provisions for paying the same pension amount if a joint survivor option is selected? Couldn't find anything on it.

- Why will current non-members be able to avoid the service fee?

MD11Fr8Dog

Where does it say that critical period doesn't apply to international, I see the anchor zone concept as applying the critical period to international trips.

RedeyeAV8r

More importantly Where does it say it does?

MD11Fr8Dog

Gee, I guess you got me! I guess you'll have to raise your hand at the road show now!

fdx727pilot

Seems plain enough.

If the anchor zone is reset, then for the purposes of the anchor zone concept, the remainder of the trip following the reset anchor zone is considered to be a separate trip. An anchor zone is not reset merely due to the existence of a layover of 18 hours or greater; an anchor zone is only considered reset if the anchor zone after the 18 hour layover does not share a common 8 hours with the anchor zone prior to the 18 hour layover.

If they need to move the zone for a series of layovers, they need to have an intervening 18 hr rest period. The existence of an 18hr layover does not automatically reset the zone. If its moved, the rest of the trip has the new zone.

iii. An anchor zone may not be reset more than once during any trip or series of trips

If your zone gets reset once in a trip, they can't do it again

MX727

First off, everything comes down to $$$$$. The TA is worth over $850 million vs. $400 million for their APR offer.

Things we will won't have to revisit on the next contract:

Agency shop
Holding company

Those are things we won't have to trade for next time.

Min Pay Per Day was tied to definition of a trip. Without changing that definition, it became impossible to create a workable MPPD. Changing the definition of a trip could've open up the can of worms of a trip transiting your domicle.

The tax deal is an IRS law that is there regardless of it being in the contract. Polar lost a huge IRS audit over this issue. The language in the contract is the companies out if they get audited. The company assured us they have no intent on tracking this. It is between the individual pilot and the IRS as far as what is reported as taxable income. The more noise we make on this, the more chance we have of attracting IRS attention.

We didn't want to open Section 7. If we did, to change the value of a vacation day, then we ran the risk of them either coming at us for other vacation items or we risked the 3.75 rig. There was a lot of money (54M a year for the 3.75 rig). We know it's not ideal, but we can bid around it for the most part.

We are the only airline with a 2% pension and a B-Plan.

All of the contract retirement and pension plans are tied to Age 60. The company will have to get LOA's or negotiate on the next contract for a change to the regulated age.

Grid Penalty events are worth a lot of money over the life of the contract. Revisions to an international trip, which happen quite often, quickly will push the entire trip into DFT, unless you were already DFT or OTP. Then you go to 200% or 175%.

Penalty for a late return drops from 4 hours to 2 hours. That is a big change.

The scope penalty that we designated for health care will go there as planned. Future penalties will go to the pilots, just like the last one.

Agency shop is a legal issue. Anyone who doesn't pay the fee gets fired. Forcing the non-members into that in effect changes the terms of their employment which would give the actionable cause for a lawsuit. We asked for a date of the ammendable date but it still would cause a problem for a couple of guys, FDX asked for DOS. DOS causes a problem because it would allow a single issue guy to quit now. We agreed on the TA date to legally lock everyone in. ALPA National lawyers agreed that we couldn't have someone fired by changing their terms of employment. This turns out to be a standard clause in contracts when adding agency shop. We didn't trade anything for this either. The company didn't care as long as they didn't get put in a bind and/or sued.

Scope letter has the strongest language of any RLA contract:

In other words, it is not the intent of FedEx Corp. to run or acquire an “alter ego” airline to compete with FedEx Express.

Company cannot unilatterally change Blue Card Plan (sec. 27)

More to follow........

MX727

Retro Pay:

Retro was tied together with international overide and A380 pay. In other words, the same pot of money was to cover all three.

We asked for $10.50/hr overide, 10% A380 and $90M retro in one check.

They offered $6.50/hr, 0% (just another wide-body) and $90M in two checks.

We came back with, if you pay in two checks, we need interest. FDX came back with another $5M.

Anyway, negotiated to $9, 7% and $95M in two checks.

Roughly $936 x 2 year x 7% times 15 year pay rate for respective seat.


They didn't want to expend a bunch of negotiating capital on the A380 since it isn't painted purple yet and if it does show up, it's going to be manned by flight managers, instructors and standards for quite some time. More to gain on the next contract.

MX727

Trip Rig DOS + 1: Computer programming issues.

Other DOS + items. Again most of this had to do with other $$ we captured.

MX727

One of the goals of this contract was to recapture some of the international pay that we lost last time.

Block over 8 captures a lot of money on all trips from Europe to US. None of those trips went over 10, so that is a big gain.

MX727

Pilots' actions had a big effect on the outcome. More people stayed home than are getting credit. All fleets, all seats suffered shortages that couldn't continue.