MtEverest

Everyone,

I am throwing my hat in the ring for the Negotiating Committee. I am plainly tired of the status quo and want to invigorate the pilot group to attain higher goals. We are witnessing an industry change that is phenomenal and enduring. Our attitudes, aspirations and contracts must echo this change.

My partial resume is below. But first my industry ethics.

As a negotiating team member I would be responsible to serve and obey the direction of the MEC.

If an adjunct advisory group was created, I would advise the NC and MEC on the pilot’s perspective as I see and hear from the line pilot. My goal is always to elevate the profession and serve.

My political beliefs are these:

We are entering the golden age of aviation. Barring abrogation of the 8th and 9th freedoms, I see no end to prosperous times in the newly consolidated industry. Our contracts should be the best ever.
Passenger carrier pilots historically always had contracts better, in every way, than the cargo carriers. We now make more money than the cargo carriers.

I would litigate the RLA to pressure the process in our favor. Not being able to strike makes the end game defunct and delegitimizes the RLA as a guidance tool.

I would ask for synergy between the union political arms of UAL, AAL, DAL AND SW. These synergies would discuss options outside of the litigated RLA to copy nationwide 30 minute strikes as Europeans do-to capitalize on the tremendous power of the cockpit.

I would start a participant paid for ACL, Air Carrier License, which we oversee- and embed contracts for pilot interviews to only ACL licensed candidates. These rules would be contractual as agency shop is. This helps us control pilot quality and numbers similar to what doctors do at the AMA. It’s not a complete parallel-but slightly similar and adds to our power base.

I would make the argument to the NMB that the RLA was never intended to guide collective bargaining when a total industry collapse has occurred and pattern bargaining isn’t warranted in the current bankruptcy modified contracts.

Develop software to capitalize on smart phones. This would demonstrate the capability to utilize SOS tactics, Suspension of Service tactics, on a nationwide scale. Approval of chairs at the big 4 would allow this emergency event. A demonstration of the interrogation and response of the nation’s pilots would be enough to convince any White House administration to pressure reticent airline managers to come to the table and work. This might have been used in a situation such as AMR’s 10 year debacle.

I would make it known to management that we do not help the FA’s and Maintenance unionization efforts to establish good relations with management- these relations only continue with proper restoration of pay-benefits and pensions to the 2004 levels. Helping unionization efforts with strategy, intellectual advice and PR campaigns certainly might happen if we felt dissatisfied with our contractual remuneration and benefits.

As far as my personal contract aspirations would be, it must be remembered that the NC folks are representatives of MEC only- by protocol, and the MEC responsible to the line pilots-by protocol. In essence, all union leaders are servants. Servants of the line pilot.

But-to know where my head is at, I will briefly synopsize:

2004 rates day one.
Benefits to 2004 standards
60% FAE DB. This would have to be “bridged in”. Discovering a formula that would dovetail the DPSP and gradate to the full DB plan would be a large task-but it can and must be done.
PS is separate from hourly wages. PS is incentive pay, and if management wants it back badly enough-and wants to leverage the other employees through us- they must dearly pay for this valuable entity. DB is only one of the returns we would exchange for PS.
JV must be based on demonstrable threats, not perceived threats.
Medical changes must be based on scientifically- or at least mathematically- based metrics. Sick leave rates must acknowledge age demographics, pilot population, and upon comparable industry contracts. The professional Part 121 pilot in America has endured a monstrous amount of responsibility to just qualify for the interview-he and she will not be denigrated by overzealous pencil pushing on the part of our friends at management. We know when we are fit to fly.
Many changes have happened since 2004- defeating ALV+15 prior to contract C12 was touted as a victory-only to be touted as a victory when we succumbed to ALV+15 in C12. These types of double speak must end. A rationalization of the changes, to retro back to a healthy contract is a gargantuan task. But it must be done.
This is a synopsis of my personal goals and that will be reflected in my personal-non-NC conversations with staff. Again, NC serves at the commands of the MEC.

I ask for your blessings and support. Contact your reps with your good and bad opinions of my character, positions and professionalism.

Thanks,

Gregg


MEC LETTER:

NEGOTIATOR APPLICATION- CAPTAIN GREGG METTLER DTW 031 7ER

August 20, 2015

Members of the MEC

MEC,

I would like to serve as a negotiator for the Delta Air Line pilots. I am formally submitting my services.

1. Motivation

2. Experience

3. Political Advantages

Motivation- I am motivated to restore the Part 121 Air Line Pilot to the premier career path it once was. This begins at Delta Air Lines. I started on the airline pilot path in 1978 after meeting my mentor, Northwest Airlines Captain Randy Dunne.

Experience- At Delta I served as ALPA Hotel Commander in NYC under Captain Lee Van Oss during the C2K strike preparation. I was one of 17 ad hoc litigants known as the “49ers”, sued by Delta Air Lines for alleged violation of the “status quo” provisions of the RLA. I have flown as both int’l and domestic B-727B+C, DC-9B, B-737A, B-757A+B, 767ER A+ B positions. I spent most of my career in NYC as an international pilot.

I have been an outspoken advocate for pilot pay and benefits, and predicted the company’s net profit rise prior to the C12 negotiations, a position that was shunned, now regretfully so, by many ALPA leaders that are now fighting for their jobs. This is not a combative reference- just to illustrate the fact that there are perspectives that could have been instrumental to success, that were not in the mindset of the leadership. I would bring this knowledge of industry metamorphosis to the union.

My father worked in Manhattan as AT&T management and negotiated contracts with CWA. I know how management thinks. I immersed myself in financial reading during the BK period reading over 30 books on finance and investing

Political Advantages: I am an ‘outsider’ who is respected by both DPA and ALPA constituents. I am a Delta hire based in DTW. I publicly advocated for change to the ‘proactive engagement’ methodology in 2010 as I was witnessing seismic changes in the industry that included; consolidation, pricing power, and significant bag and upgrade fees that capitalized on the deregulated industry for the first time in history. I did this on the old forum and continue on the chitchat forum and FB media sites-as well as email lists.

I have followed the airline industry since 1978, being taught by airline pilots, and was first to elucidate the fundamental and permanent changes to the industry prior to the C12 contract.

I am a recognized voice on the pilot boards and social media.

Hiring me would be a demonstrative action that ALPA has decided to seek real change to the inside of the organization, from the ‘outside’. That’s a proper response to a 65% negative vote.

Resume:

First in class with Honors ERAU B.S. Aeronautical Studies and B.A. Aeronautical Science

Civilian flight instructor and corporate pilot Teterboro, NJ

First in class pilot US NAVY VT-3 Pensacola Fla flight school

Student of the Month VT-28 Corpus Christi NAS TX

US NAVY Captain’s List, Commodore’s List and Commodore’s List with Distinction

US NAVY P-3C Patrol Plane Commander

US NAVY VT-28 T-44 Pilot Instructor, Scheduling Officer

ALPA Hotel Commander NYC strike prep

With 6 children, my first responsibility has always been my family. Now that my children are adults, I have time to serve the Delta pilots and their families.

I would like to meet and discuss the incredible opportunities before us.

Respectfully,

Gregg Mettler

Big E 757

I've flown with Gregg several times. He is a great guy to fly with. I'm impressed with his goals. I'd much rather have a guy like that working for us than the guys telling me an 8% raise with drastic concessions attached is the best we can do and that I need to be more reasonable and less emotional.

Bring it on Gregg, I'm with you!!!

MtEverest

It's going to take guys like Gregg to get this profession back on track and eradicate the Moak management wanna be's terrified of offending RA and friends.

It will also put pressure on National to change or die. We need laser like focus on the high priority items that Gregg has identified. NOT fighting fellow pilots from EAA/AOPA regarding third class medicals

Doctor Dolittle

I'm a bit confused. So, MtEverest and Gregg are not one and the same person? MtEverest was simply copying in its entirety a letter from Gregg?

forgot to bid

Not fair.

The 737-700/800/900 is way longer title than my Boeing 717-200.

badflaps

I got to sit in the last row of coach yesterday and listened to the mighty Rolls-Royces for two hours they more than make up for those puny wing mounted thingeys.

p3flteng

Sounds good,
but is Gregg willing to go to jail by coordinating an illegal job action? Cause that is what it is going to take...someone who is willing to not cave into the legal pressure that the Company, the President, and some judge in cahoots is going to bring.

I hope so,
We need to stand up and demand a return of this profession.
and if a 30 minute rolling strike across the board gets their attention...so be it.

MoonShot

Aiming high for sure.

I'm against the DB though. As a young guy, I just want a larger % in my DC. Pensions are going the way of the dodo. Additionally, DC plans are paid to date. I can leave tomorrow and take what I've earned. Personally, not interested in going back to a promise from the company I have to work a career for.

Doug Masters

No need for that. What if everyone just decided to not fly green slips?

capncrunch

I agree, more money in the DC. The DB created a hammer management could use to threaten the pilots for concessions. Once they took the DB from the pilots they also lost their hammer. Don't need to go back.