Does AA already charge per segment fee? Where is UA getting the crap from? I really hope there's a lot of push back against this but I won't hold my breath.

That's the key: En-masse.

One of the reasons the IPA has been so successful in raising the bar higher than any other group on the planet, is because of our unified, vitriolic misgivings toward management.

Three years after the furlough, we still have near 100% support of the CBA approved Open Time Ban when directed by our EB.

We always have near 100% support of the No Waivers/No Favors Policy.

The number of grievances the IPA files against the Company exponentially exceeds that of any other pilot group. Because we push back, HARD.

We have 100% support of ANY other pilot group in a strike or job action, to include refusing commercial deadheads on their carriers.

We had 100% IPA walkout in support of the last Teamsters strike.

We will have 100% walkout of any future strike. We only have about five dbags with scab blood in the IPA. Somehow they snuck through the cracks. They shall remain closely monitored.

The foregoing are some of the legal en-masse actions that can be openly discussed without any IPA guys getting in trouble.

I don't want to sound like a know-it-all, because I don't know much, especially about the finer points of the current PAX industry.

Historically speaking, I've heard of some other pilot groups exercising job actions that are vaguely legal, but nearly impossible to source and prove:

These might include things like hyper-concern for MX issues. Hyper-concern for anything. No early push-back. Slow taxi. Sick-outs. Everyone switching their bid to different equipment.

But it would be illegal for me to suggest you guys do those things.

Did I just say that out loud?

Stay united and strong.

Carrying non revs cost the company exactly the same as carrying a revenue passenger. You have to size your infrastructure to the total number of passengers carried revenue or non revenue. Pass riding is simply a cost benefit like any other benefit including health care. Management always wants more money from employees so they chip away at issues like this that they think they can sneak by easier then a pay cut. They also hope that by charging more you will non rev less and save them money.

If you think non revenue travel is expensive now wait until the government starts taxing all non revenue travel at imputed value. They have tried many times in the past and ALPA has been able to beat it back. As the industry grows more fragmented and ALPA loses more of its power base we will lose the tax issue on non revenue travel. Sadly none of the other unions are willing to assist this and other fights financially. They talk big but don't write checks. Its only a matter of time until this tax slips through.

I respect the tenacity of the IPA in standing up for pilots. But, as far as regional carriers go, I'll steal a line from from Japanese culture; "The nail that sticks up must be hammered down."

So whatever pilot group strikes back against this move by United mainline will be surely threatened with shuffling their flying and jobs to other regionals. When that happens, the other regionals will start salivating at the thought of picking up additional flying, and forget about this pay to commute scheme. The regional whipsaw is a vicious circle.

How do we end the vicious circle? Limit pilot supply? Merge the regionals? Get flying taken back to mainline? I don't know how the last two would be achieved.

Right. Strikes and job actions only have teeth if the recipient organization can be forced into a captive relationship. If they have the authority to shift contracts around, or replace you with scabs, then obviously you have less leverage.

It's different for an IPA pilot than the RJ pilot because replacing us all would be legally and financially challenging for UPS. They don't have the same kind of "shell game" Scope authority to pit one group against another.

A National Seniority List would never work, as has been beaten to death in other threads. But perhaps a National Guild would work. A Guild is an organization of multiple independent unions. All unions in the Guild would then agree on minimum acceptable levels of compensation industry wide. There would be less advantage or gain then for UAL to switch out contracts for a diffent feeder service.

This. People can kick and scream all they want about it but what can you really do? Deny jumpseats? All that does is screw other commuters over and you can bet that will be remembered if you ever try to move over to United. Slow the airline down and burn more fuel/ruin on time performance? Every contract has some kind of performance incentive and can easily be terminated.

The options are pay the fee or stay home. All one can do is hope that they don't switch to the Delta style system where if there is a seat in the back you still have to pay even if you are jumpseating(at DL it is a yearly fee.... for now). Just one of the many reasons to keep those resumes updated. Again there is no leverage at the regional level. There was a blood bath amongst the DL regionals and it looks the same for united(overall reduction of airframes).

DL has a $50/year admin fee to be in the system. Other than that its free, coach or first, jumpseat or a regular passenger seat, except cases of international taxes of course.

Come on david you have delta guys like gloopy here that will always help you out. lol,

This. I think DL has by far the best nonrev system. JFK-NRT round trip in business is $37.50 per person....

Comair was always 50 bucks annually per employee (whole family). Comair Academy was the same back in 2001-2003.