For us north pukes, what was 3 B.6? And exactly how did you use the leverage so provided?

Exactly how did UAL pilots use their leverage?

When you say you "went after" UAL + 1%, what does that mean? What was the process by which you "went after" something?

Carl

5. And Labor Risk was NOT off the table....:rolleyes:

The C2K MEC talked about Restoration, and they went after it.

Why won't this MEC even mention the word?

3.B.6 was a clause in our contract that basically said, on any 'new' equipment, for which no pay rates existed, the pilots would fly it for 6mo (or was it 9 mo?) while they negotiated a pay rate for it.

If at the end of that time, no pay rate had been established, the aircraft would be parked until a pay rate could be agreed upon.

Our CEO at that time was Leo Mullin, from McKinsey Associates, king of all out sourcing. Leo said he would sell them (we only had two on property, but many more coming) and cancel the orders for more. Our then MEC called his bluff and we settled for a higher pay rate. ($265 in 1998 I believe).

The answer to both of your follow on questions is the same, "Labor Risk".

Too bad it's off the table now!

Oh, and we gave 3.B.6 away in a subsequent contract...sigh. We could have used it to get much higher pay rates on the 717's.

We pattern bargained off of UAL. Got UAL +1% when the NMB released us into a thirty day cooling off period. I think we were about two weeks from an authorized strike.

Do you think we can replicate that strategy to get UAL +1% again? When do you think the NMB will release us into a 30 day countdown to a strike?

I know we -can't- do it if the MEC doesn't even want to try. :rolleyes:

But this time around, I would not even mention pattern bargaining to the NMB. Instead, I would talk about the financial INVESTMENT the PILOTS made to SAVE DELTA, and how they are now ready to be REPAID! The very minute the NMB said the word "Parked" I would call a strike, immediately.

No cooling off, no BS.

I'd get some FUPM bag stickers to set the tone first, of course!

We got the payrate. We also got the 6 aircraft that were already under construction for a total fleet of 8. And as for the bluff, the last 7 and all the options were cancelled. An example of Leo's "win-win"? :rolleyes:

UAL used the "Delta Dot" to adjust their bargaining position and achieve their best paying contract. We then topped them with C2K. We kept the pay for 42 months of the 48 month agreement, then came LOA-46.

That is for the MEC to decide.

If, we grant any relief it must be of limited duration.

I.e. if we flex more hours it would be for 4 months a year for 2 years.

Jerry

Section 3.b.6 of the Delta PWA allowed the company to operate a new aircraft while we negotiated pay rates for it. The underlined section which I have highlighted allowed the pilots to park the fleet if after 6 months we had not come to an agreement on rates of pay. The company had to agree to our 777 pay rates or the 777 fleet would be parked. This provided the leverage to set the record reates of pay on the 777 and created the Delta "dot", which UALPA used to pattern off of.

Section 3.b.6



If aircraft other than the equipment listed above are placed in revenue operations, prior thereto conferences shall be initiated by either the Company or the Association under the provisions of the Railway Labor Act, as amended, irrespective of Section 28 (Duration) of this Agreement, for the purpose of establishing rates of pay, rules and working conditions applicable to such new equipment. Such rates of pay, rules and working conditions shall be effective as of the date the equipment is placed in scheduled or non‑scheduled operation by the Company. Pilots shall fly such new aircraft in the Company's scheduled and non‑scheduled operation at such time as such aircraft are declared airworthy by the Federal Aviation Administration whether or not rates of pay, rules and working conditions for such equipment have been agreed upon; provided, however, that this obligation shall not continue if such rates of pay, rules and working conditions have not been agreed upon for a period of six (6) months after such new aircraft has been placed in operation by the Company.

So we trade a productivity concession for pay?

How much do you think this productivity concession you propose is worth, particularly if its only for 4 months? Do you think that RA will write a billion dollars worth of improvements in our contract for this concession?

We originally opened for something way beyond 265 dollars an hour. The negotiating committee did not even like the opener and after the fact stated several times we could have had a agreement early on at a higher rate had we not opened around 400 an hour. We had 15 on order and with the disagreement the last 7 orders were cancelled.
3b6 was a one shot deal and we blew are wad. The company vowed not to take delivery of any airframe again without a agreement on rates. That basically nullified 3b6.
As far as Carl's question on UAL the Delta rates established on the 73n, 767-400 and 777 were well above anything else in the US industry. It forced the CEO of united to raise his offer substantially and UAL settled for what were essentially the 3b6 rates. The UAL referred to it as the Delta dot and said it tied his hands.