Currently we (United, NOT Continental) have 153 Large (greater than 50 seats) RJ on property plus 15 Q400 (which would count as a Large RJ per the TA, if I am correct).
However, there's a catch. To go OVER 153 76seat aircraft, you have to add NSNB Aircraft. Until then, they are allowed up to 130 76seaters (until 2016, when the number can go to 153) and an additional (up to 102) aircraft with 51-75 seats. Do you not agree?

1-C-1-a-(2)-(c) Up to a total of 255 76-Seat Aircraft plus 70-Seat Aircraft (“76/70- Seat Aircraft”), of which up to 130 may be 76-Seat Aircraft, and then, on or after January 1, 2016, up to 153 76-Seat Aircraft.
1-C-1-g Number of 76-Seat Aircraft
If the Company adds New Small Narrowbody aircraft to the Company Fleet, then on or after January 1, 2016, the number of permitted 76-Seat Aircraft may increase from 153 (as permitted under Section 1-C-1-a-(2)-(c)) up to a total of 223 76-Seat Aircraft, and the number of permitted 76/70-Seat Aircraft may increase from 255 (as permitted under Section 1-C-1-a-(2)-(c)) up to a total of 325 76/70-Seat Aircraft

So, currently we operate 168 Large RJ's. Under this agreement, the company can operate 255 Large RJ's as of DOS. So overnight, we give the company the right to increase Large RJ's (aircraft with a First Class, with the ability to fly over 900nm, and the ability to go hub to hub (all with some restrictions, I'll agree)) by a total of 87?! Some of which will be 76 seater.

Motch

 

68% Max.UAXBH to SBH is roughly the same as the Delta PWA's 1.56 DBH to MBH.

The triggers are different...

At UAL the trigger is adding 76 seat RJs
At DAL the trigger is adding new 717/A319

So the statement that the protections are unique to the United pilots TA is true only in regards to the trigger, not when it comes to the Mainline to Regional block-hour ratio...

Cheers
George

 

Just ask the right questions.

 

Repost from ual forums: feel free to correct his math

I made a slight typo on page 1 of the document and luckily Jerry Leber caught it. In the chart that has the RJ count, if you look at the last line it says EMB and then states "170". That was supposed to be EMB170 and the total is 38. Also, ERJ-145's should be 270 versus 271. Luckily, I has done the math on another spreadsheet so it doesn't effect the total. (I will correct this weekend as well as put out a new summary with comparisions to Delta) Thus, the message is still the same. Yes, I'm a broken record but I will continue to say it over and over again...

This contract allows the company to fly 743 RJ (255 70/76 seaters) up to 120% of our single aisle aircraft's block hours!!!

We only get the good deals if the company busy a new SNB, allows us to fly it, and puts it in service before the end on the contract. Delta had a firm deal for 88 717's with a delivery date in 2013 to allow this scope. They also already had 76 seat jet scope to start with. This was just an expansion for them. This is a horrible deal for our pilots.

 

The RJ scope "UAX" flying in the TA is darn near identical to the current DAL PWA which was ratified this summer. It is not "raising the bar" in any way.

Holding the scope line at 70 seats and making the max airframes LOWER than 450 (223/102/125) would have been a gain.

I'm still not as clear as I'd like to be about the domestic code-share and international scope language in the TA however.. Can anyone help with that?

 

no, no, no. I was told scope was a huge improvement

 

For whom?

It was for DAL pilots, but it is not for UCAL pilots.

 

From another forum, not me writing



This is my last post on the subject. I have included a summary of my findings and some talking points if you feel like discussing scope with your fellow pilots. I have included everything in a word document and will post it in the TA subsection for scope. If you do download the doc please look for version 2 because that is the complete analysis versus what I did a few days ago. All the references are there and it's a pretty solid analysis if I do say so myself. -Marc

Summary: The scope section of the TA opens the door for major RJ gains by the company yet only rewards the pilots in an unlikely scenario. RJ scope essentially comes down to two things in the new TA: numbers of aircraft and block hour ratios. Currently, there are 555 RJs flying for UAX. After Jan 1, 2014, the TA will allow the company to fly more RJs. In fact, the company can fly 488 50-seaters and up to 255 70/76-seaters for a total fleet of 743 aircraft. As you are probably aware, this expanded fleet would luckily be limited to fly no more than 120% of the block hours flown by United’s single-aisle narrowbody fleet. Unfortunately, as of date of signing the company could fly an additional 135,487 block hours with no penalty under this new contract.
While the above scenario paints an ugly picture, what makes it worse is that the MEC has tried hide this fact. The MEC scope video and FAQs are extremely misleading because they make the viewer/reader believe that the block hour ratio and RJ hull counts will be greatly reduced. This only applies if the company purchases a new mainline “small” narrowbody (SNB) aircraft (E-190s, E-195s or CS-100s) and puts them into service, which is highly questionable. This also applies to another selling point for the new TA which is a “hard cap” of 450 RJs. Once again, this cap is only in effect if the company buys a new SNB for United pilots to fly.
Honestly, RJ scope is pretty strong in this contract assuming the company buys a new SNB, but….if the company does not buy a small narrowbody we could be in real trouble with this new scope. Lastly, it is probably worth mentioning the new Delta contract. Many people might be tempted to say that once Delta went down the large RJ path, we were doomed. Unfortunately, that is just not true. Yes, it changed the playing field and the likelihood that we would not have 76-seaters in the TA was greatly diminished, but you have to understand the context. Delta scope already allowed 76 seat jets, they had more RJ’s flying than United , and most importantly, they had a signed deal to deliver 88 small narrowbodies for the Delta pilots to fly. Thus, their 450 aircraft hardcap and a decrease in the ratio of outsourced flying is a forgone conclusion. These differences are huge.

Talking Points:
Sometime it’s nice to have a few talking points because you only have a minute or two with a fellow pilot. Here are some that I think are worth mentioning:
1. Did you know that this TA will allow more RJs, with more seats using more block hours on 1 Jan 2014.
2. Did you know that the hardcap of 450 RJ’s only applies if United buys a new small narrowbody.
3. Did you know that the RJ block hour ratio only decrease if United buys a small norrowbody.
4. When do you think the first delivery would be if United ordered a new aircraft today? None of the decent scope provisions kick in until those are operating.
5. Did you know 25% more RJ’s will be able to fly over 900 statute miles than currently operate today?


From another forum

 

um, yeah, you are right. Huge win, just huge.

 

You might consider replacing your avatar. A % of the men and women in that picture was just thrown under the bus. Again!