Why would the UAL miami crowd switch IAD to EWR? That would seem to make a longer commute. Is there more frequency and seats I guess?

 

Do you have proof of that?

 

There is NO guarantee that this will not be used for SLI. Everything is arguable in front of an arbitrator. And yes, this will, IMO, go to arbitration to some level.

The 744 by itself is a pay cut if those aircraft are parked. I can tell you in the eyes of CAL MGT, you can count on them being parked in the near future.

 

I thought at ALPA we were ALL brothers and sisters with a common goal, a common purpose in the airline piloting profession!

When airline pilots finally engage their brains and think for themselves instead of letting their union leaders think for them, they will have a satisfying and rewarding career. Until then, let the "Unity" continue!

This latest news on the CAL/UAL JCBA front doesn't surprise me in the least!

Good Luck!

JD

 

Just because the 744 did not fit the (old) CAL route system, does not mean it is not a perfect fit for UA's pacific operation--particularly since UA either owns the remaining 744's or holds fantastic lease rates due to the bankruptcy. These are low-cost aircraft compared to new 777-300ER's, 747-8's or A380's.

In addition, all of UA's 744's have recently completed HMV visits and are sporting heavily upgraded interiors. Say what you will about the management's "plan," but those aircraft would not have been retrofitted without the specific intent to operate them at least one more heavy MX cycle.

I easily conceded that the 744's will definitely be replaced in the future, just like every other aircraft in the inventory, but that future remains several years away. And the key word is replaced. UA had previously announced the plan to start replacing the 744's with A350's but that aircraft does not even exist yet and and UA's entry-into-service was scheduled to begin in 2016...a date that hopefully exceeds the timeframe for the initial JCBA anyway.

 

What that letter doesn't address is that the UAL MEC passed a resolution mandating that it pay the highest, not the other way around. As far as I know the joint NC came up with an agreed upon section 3 and the UAL MEC shot it down, not CAL's.

Facts are a tricky thing as my buddy Coto likes to point out.[/QUOTE]


At UAL when a resolution is passed there is a process for it. Someone brings it up in proper format, its published, then brought up in meeting, seconded, then voted on and vote recorded pass/fail. So, how about showing us that resolution.

The UAL MEC has never agreed to section 3 since CAL MEC has said it must be banded.

 

Not secret info, info via your reps to friends of mine. Im sure if you call them they will tell you how they CAL MEC wanted your 757 etops to pay same as UAL 767-3 but CAL 767-4 to pay UAL777/747. Let alone Airbus pay issue.

Its the only way CAL can argue SLI career expectations part of merger policy if compensation of CAL can equal the widebody difference. I really don't believe I'm telling you something you don't already know though.

P.S. The Magenta line nor politics of this merger bothers me at all. In the long run this is best for all of us once we start pulling on the rope together.

 

Just call you reps, its no secret now on what the banded a/c were and the pay proposed.

Also, the new guy in charge said in ORD on his tour that he needs the 747s in EWR and IAH asap since there are routes being operated that will be perfect for the 747. I hear how the 747 is going away and my question is how will UAL fly HKG-ORD and Australia-West Coast when those flight are sometimes weight restricted now, yet bring in millions each year with a 747? Just going to drop all those routes?

 

US Airways did not have 500 A 330 slots. They had 10 A 330s which at 6 Captains per jet would be - 60.

Don't go down the path of the Darkside. You guys need to look at NWA/DAL for leadership, not the US Airways mess. 5 years after the merger and there is zero in the way of a new contract and both sides are entrenched. Put it in the hands of the ALPA merger process for the SLI and get the contract in place first.

 

There in lies the beginning of the emasculation of the United pilot group. If you chip a little here and a little there, one would never know that United once had a widebody fleet.