Your implication is this is first hand knowledge. Hopefully you can back those statements up because that sounds defamatory.

I think you are correct sir. However, hopefully, the vote has given the MEC and the NC...and even the company....new clarity.

Peak is Peak for a reason. It's Peak Demand, and even more importantly it's Peak Revenue. It's also Peak pilot services required. In 2006, UPS ratified their TA in the summer and the company agreed on our TA about a month later. It was approved and signed right before Peak. In 2015, the company was drafting quite a bit that summer, but we supposedly ran out of money and voted in a TA which didn't raise the A Plan cap - right before Peak. This year, it appears we ran out of patience under the threat of being parked all summer. What would of happened if the NC & MEC said, thanks for the movement but we still don't think this will ratify --- see you guys after Labor Day....as we got closer to Peak! How would the company have responded in Sept after such a pause? Perhaps, that's worthy of its on thread.

VR,
DLax

I’ll tell you what would have happened: the company would have gotten more concessions for a dollar an hour, the TA still wouldn’t have ratified, putting us further behind in time-value-of-money.

You still won’t answer why this peak is different. In 2006, we had negotiated through peak 2004 and 2005. In 2015, we negotiated through peak 2012, 2013, and 2014. This go around we have negotiated through peak 2021 and 2022, So, I’ll ask again, what makes this peak any more special than the other peaks that went by without a contract other than this time we are overmanned by about 700 pilots?

Turn this in and once I get the email traffic, text messages, video from the restaurants and receipts, and sworn statements, flyers will be handed out and everything I obtain posted on JF

Most of the contract had already been TA’d by April and negotiated during COVID (positive conditions for us as we were significantly undermanned as evidenced by almost unlimited extra flying, AVA and vacation buybacks). That was leverage in our favor. Then we entered federal mediation which, by design, puts pressure on both sides to negotiate in good faith. That produced a full TA that both sides agreed to and our MEC approved in a 13-1 vote. That TA was not ratified and we won’t know until after Labor Day what the NMB proposes with respect to new negotiations. In the meantime, economic conditions in the cargo industry continue to deteriorate. If that trend continues, we will remain overmanned. Until the economic environment for air cargo recovers, the company has much less incentive to add money to an agreement it already signed. Our only option is self help, which would probably result in arbitration. If you think that’s going to go our way, realize the House recently approved age 67 with a vote of 351-69 despite ALPA campaigning heavily against it.

Self help would not result in arbitration (both parties must agree).

Cargo industry is not continuing to deteriorate. It has pretty much bottomed out at this point and indicators are pointing towards recovery.

Our NC agreed to some very large concessions when we had great leverage. Leverage was not the issue with this TA, it was our NC. The NEC and MEC need to be replaced with people who care about pilot interests more than company interests.

What would be your solution? This is a genuine question, because we need to move forward.

We filed for Federal Mediation in October 2022. My question was regarding leverage in Apr/May 23. What changed over those 6 months? I don't believe air cargo loads were increasing. Is arbitration where the company (and Fedex customers) want to end up?

VR,
DLax

Our union leadership still possesses a 99% Strike Vote.
In Unity,
VR.
DLax