Don't know how you can extract this from what was a very generic chief pilot update, pie charts and all. Unless you're trying to stir things up!

While the bid will surely have vacancies - they have to staff the airline for the new contract after all - I doubt they'll be of the magnitude you describe!

 

As has already been said, no fences; they would have been in the CBA. The rumor that I heard was the U-ALPA wanted to fence the 400 (747), and C-ALPA said OK so long as we also fence the 787. The decision was no fences.

Also, no flush bid. With 50 new hires and 30 retirements each month we will have many opportunities to bid around. A flush bid would be extremely expensive for the company and very bad for the pilots as well. OK, maybe not bad for all pilots, but for the displaced few/many it could be devastating in terms of QOL.

 

Absolutely no fences. I can't see why anyone would want these. We are one company now. Accept that the ISL will be as fair as possible for as many people as possible.

 

Jackson, err...iahflyr I mean... We would want fences to protect our respective career expectations and ease into the shockingly cold pool water of the new company. ALPA however threw that all away for us with the "JCBA first" concept. You and your fellow managers are just laughing your butts off at the pilots bearing the costs of this aren't you?

 

The 787 arrived well after the merger. They are all of our aircraft. Just because management only put them out there on the CAL side doesn't mean anything. We as a company have 50 on order, 25 for each. They weren't on property at merger date and the 747s were.

 

They were ordered on the CAL side well before the merger. Just 'cos Boeing screwed the pooch doesn't mean they shouldn't be considered CAL planes. And, if memory serves, the United order was for delivery MUCH later! By which time the 747's will likely be gone!

 

What were the expected delivery dates for the 25 sUAL 787's?
sCAL's were well over 2 years ago and planned well before the merger was announced. Spare me the virtual merger line please, had Boeing not screwed up that entire program the 787 would have been on property prior to the merger.

 

"Our JCBA does not provide for any "fences" nor "grand father rights"."

First you basically don't understand the process of integration because it has nothing (or at least little) to do with the Contract. The Contract covers how we get paid, work and benefits while the integration is an agreement about how the two pilot groups will be merged. The ISL process is a legal and binding agreement not just between the two pilots groups but also the airline.

UCH is bound by the ISL and its contents as much as they are bound by the Contract. As I said one address the pay and such while the second is an agreement on the process of merge. If the arbitrator assigns protections like fences, freezes and base staffing then UCH is bound by that agreement. Their only recourse is to grieve the ISL agreement through the court process in the same manner we pilots have available to us.

You also have to understand the fences, freezes and base restrictions are not cost negative to UCH since the staffing will cost the same regardless of which pilot group is effected by it.

Yes there most likely will be restrictions beyond an integration of seniority.

Oh and I do have experience in negotiating a merged list of two pilot groups, so I know from where I speak.

 

PS. You guys have to stop arguing about who bought what? It is in the twp Committees and Arbitrator's hands.

In the end we will get to fly an airplane and get paid for it.

 

So I looked it up.

Continental Airlines ordered the first batch of 787's in 2004.

Boeing: Boeing and Continental Announce Deal for More 787s, Including the 787-9 Launch Order for the Americas



SEATTLE, March 12, 2007 -- The Boeing Company [NYSE: BA] and Continental Airlines today announced an order for five 787-9 Dreamliners. This order, combined with the Houston-based airline's earlier announced orders, brings Continental's total firm 787 order to 25 aircraft. The airline also has contracted to convert 12 previously ordered 787-8 jetliners to the larger 787-9s.
Continental was the first airline in the Americas to order the 787 Dreamliner, placing its initial order for 10 airplanes in 2004. With today's announcement, Continental also becomes the first customer in the Americas to order the 787-9. The 787-9 (250-290 passengers) is a slightly larger version of the 787-8 (210 to 250 passengers) with increased seating and range capability (approximately 8,500 nmi versus 8,200 nmi).
"We recognized the benefits of the 787 early, and today's order further demonstrates our confidence in Boeing and the 787 Dreamliner," said Continental's Chairman and Chief Executive Officer Larry Kellner. The 787-9 is a welcome addition to the 787 family. With its increased size and range we will have the ability to serve more cities with the lowest possible cost per seat."
"The 787 Dreamliner will enhance Continental's fleet with both its unmatched fuel efficiency and its flexibility for both regional and long-haul operations," said Ray Conner, Boeing Commercial Airplanes vice president of Sales, the Americas. "Passengers will choose to fly the 787 for its advanced interior environment including higher humidity, larger windows and lower cabin altitude."