I expect a completed JCBA (ratified by the membership) prior to next summer. ISL before 2014 - it will go to binding arbitration so that'll probably take ~6 months.
I consider those to be conservative targets; I think we'll see management start ramping up negotiations this summer.

 

Just curious... When United decides to hire off the street again, does anyone have an idea of what the min would be? I tried looking around APC and searching for posts but could not find their latest (or Continental's for that matter) minimums.

Specifically, I'm curious to know if anyone has an idea whether Turbine PIC will be a requirement or if they will follow suit with Delta?

 

You are correct JCBA/ISL will fix all the perceived inequities. The guys on this forum trying make it appear like massive expansion is happening are wrong. If CAL is hiring, it was because it was short staffed and not expansion. "Also realize that the flying and aircraft types used in different cities is shifting but the block hour ratio will remain the same because of this agreement(revised TPA) . In other words CAL is not picking up extra flying at our(UAL) expense."
If you are a UAL guy this is the worst place to get any accurate information. Notice the same people posting day after day. Go to a LEC meeting or talk to your elected leaders.

 

Based on what?

I appreciate your input but this is nothing more than a guess.

The same LEC that assured me we would have contract by October 2011?

I'm headed to the LEC meeting this morning. I am not alone in my anger towards the way this whole thing is starting to go down.

 

Hoss, the growing and shrinking was happening years Before the merger and continues because CAL has orders and new routes etc.. Until we get a combined list and JCBA, the company cannot spread the flying evenly amongst the two subsidiary. Our current contract will not allow them but so much flexibility with the block hour ratios. As far as staple,UA furloughed guys with recall rights to UA coming to L-CAL, I don't understand your point? Place them ahead of CAL guys on property. If those guys go back to L-UA, assuming a recall...where will most involuntary furloughs go...bottom of your list....as it should be. Why the difference?

You are absolutely correct on JCBA and ISL...as the real fix but of course, not everybody will be happy with that either

 

Hoss, things on the LCAL side over the past decade or so haven't been good, but what you guys have been through at LUAL is the absolute pits. I get that. However, I believe this stems back to three things: aircraft the CAL side had on order, the higher productivity (read lower total cost) of the CAL contract, and perhaps most importantly, the scope protections in the respective contracts. Believe it or not, I really do sympathize with you, but as you know, this probably won't end until there's a JCBA.

 

LOL! Two months ago, Contrail67 called me an 'eeyore' because I didn't expect a JCBA by this October. Are you hinting that I've got rose colored glasses on because I expect a JCBA prior to summer 2013?

But to the crux of your question:
Last year, it became clear that LUAL and LCAL IT integration was going to take longer than expected - completion sometime around fall 2012. Because there would be no/very little pilot synergies until after IT integration, there was no financial incentive for management to sign a JCBA prior to IT integration.
The second issue beyond IT integration is age 65 retirements. It would be in management's best interest to have a JCBA prior to the retirement cycle restarting. Retirements will create utilization issues that can be reduced with a JCBA.
Management is now getting more serious about negotiations, likely targeting late fall for a TA. I expect the first TA to be voted down so tack on another 3 months or so before TA2. I'd hope that issues are worked out with TA2 but I've padded my guesstimate in case we have the second TA voted down.

I've had the same expectation for a JCBA for a long time: very late 2012 to summer 2013. Some are going to view my range as overly negative; others will view it as overly optimistic.
My expectation is based on looking at this issue from management's point of view. Management isn't going to hurry to sign a pilot contract that increases their costs if there are no synergies created. Once there's an incentive to reduce overall cost, they'll get serious about a JCBA. Based on the number of updates on unitednegotiations.com, it looks like management is starting to get interested in a ratified JCBA.

The above is just my opinion.

 

One motivation for management to get things done sooner rather than later is if they go to Wall St with hat in hand. Specifically, a huge aircraft order and perhaps bidding for AA assets will require funding and I'm sure the boys will require UAL to get the pilot's contract done before any handout.

 

It won't really matter what they say their mins are. It'll be whats competitive with the market for legacy airline jobs.

Even if they say their minimums are 250TT and a commercial multi.... expect something along the lines of 4000+ TT, 1500+ Jet PIC, a 4 year degree, and something that makes you "special" - a good LOR or two, check airman/instructor/chief pilot experience, etc to be whats required to get considered for an interview.

Once hiring starts to ramp up at UA and the other majors with retirements starting, the minimums will probably slowly go down to match the available candidates. Though, I'd expect it to be quite a while for a run of the mill non-tpic holder to get looked at by a major. Just too many people that have that right now that you'd be competing with, unless theres something else stellar and unique on your resume.

 

So there just looking for chief pilot and lca for the hiring? Come on give me a break.