Min 5 per day (M5D) question
11-16-2012, 02:48 PM
#22
Gets Weekends Off
Joined APC: Nov 2006
Posts: 258

5-G-2 : Day Rig (5 per Day) Pay Only


Implemented with the third full Bid Period after effective date (*interim measure)
5 : Rigs
Day Rig (5 per Day) implemented with the ninth full Bid Period after effective date
Jayson Baron
Council 170 Chairman
11-16-2012, 04:05 PM
#24
Gets Weekends Off
Joined APC: Nov 2006
Posts: 258
Karl,
It took our MEC almost two weeks to get a solid understanding of the TA it is extremely complicated to say the least.
Much of it is based on current book UAL and is written in a way to not change any wording from current UAL book because much of their language has 30 years of arbitration wins and history to back up the wording.
In order to truly understand the TA the good, the bad and the ugly you need to read the TA, Crew News, visit the new website and digest all the info. Attend road shows, ask questions.
Whether you are voting no or yes you owe it to yourself learn the TA as it may pass and you may have to live under it, or if it is rejected you need to know what you want changed.
I'm not getting into a ****ing match of what is or isn't in the TA. That is for you guys to decide. I will say the new scheduling section to include the reserve section is light years ahead of the current CAL contract.
Jayson Baron
CAL Council 170 Chairman
It took our MEC almost two weeks to get a solid understanding of the TA it is extremely complicated to say the least.
Much of it is based on current book UAL and is written in a way to not change any wording from current UAL book because much of their language has 30 years of arbitration wins and history to back up the wording.
In order to truly understand the TA the good, the bad and the ugly you need to read the TA, Crew News, visit the new website and digest all the info. Attend road shows, ask questions.
Whether you are voting no or yes you owe it to yourself learn the TA as it may pass and you may have to live under it, or if it is rejected you need to know what you want changed.
I'm not getting into a ****ing match of what is or isn't in the TA. That is for you guys to decide. I will say the new scheduling section to include the reserve section is light years ahead of the current CAL contract.
Jayson Baron
CAL Council 170 Chairman
11-16-2012, 04:10 PM
#25
Gets Weekends Off
Joined APC: Nov 2006
Posts: 258
Additionally:
With the elimination of management retained rights (huge improvement) from the current CAL contract if the contract doesn't explicitly say management can or can't do something they can't interpret otherwise. That is exactly what has killed us for years.
Also Jackson Martin was excluded from 95% of the negotiations on scheduling and final language and the implementation LOA. He can't testify to anything. Abbott and Casey are retiring so more then likely they can't testify either.
We have six individuals on the JNC that have integrity and will not go to work for management the intent is clear in their notes of the entire agreement.
With the elimination of management retained rights (huge improvement) from the current CAL contract if the contract doesn't explicitly say management can or can't do something they can't interpret otherwise. That is exactly what has killed us for years.
Also Jackson Martin was excluded from 95% of the negotiations on scheduling and final language and the implementation LOA. He can't testify to anything. Abbott and Casey are retiring so more then likely they can't testify either.
We have six individuals on the JNC that have integrity and will not go to work for management the intent is clear in their notes of the entire agreement.
11-16-2012, 08:42 PM
#26
Banned
Joined APC: Feb 2011
Position: 756 Left Side
Posts: 1,629
Sure Per the implementation LOA:

5-G-2 : Day Rig (5 per Day) Pay Only


Implemented with the third full Bid Period after effective date (*interim measure)
5 : Rigs
Day Rig (5 per Day) implemented with the ninth full Bid Period after effective date
Jayson Baron
Council 170 Chairman

5-G-2 : Day Rig (5 per Day) Pay Only


Implemented with the third full Bid Period after effective date (*interim measure)
5 : Rigs
Day Rig (5 per Day) implemented with the ninth full Bid Period after effective date
Jayson Baron
Council 170 Chairman
Then what is meant by the Day Rig (5 per Day).. starting in Sept 2013?!
Motch
NO Voter
11-16-2012, 08:46 PM
#27
Banned
Joined APC: Feb 2011
Position: 756 Left Side
Posts: 1,629
11-16-2012, 09:10 PM
#28
Banned
Joined APC: Feb 2011
Position: 756 Left Side
Posts: 1,629
20-N-1-b On the A380, B747, B777, B787, A330 and A350 fleets, for each Trip the first lost day off shall not be subject to restoration; however, the second and any subsequent lost day or days off shall be subject to restoration
20-N-3-b Restoration shall be deferred if there are no future Trips in the Lineholder’s schedule, or if there is only one future Trip in his schedule and he opts to defer. Additionally, the Company may defer restoration of the lost day off up to three (3) Bid Periods after the Bid Period in which the lost day off occurred.
Yupe, light years ahead~
Motch
NO Voter
08-09-2013, 11:01 AM
#29
Gets Weekends Off
Joined APC: Feb 2011
Posts: 3,866
CAL MEC Chairman update
This is not normally my week to write a brief. However, there are a couple of topics that I think are time sensitive and since I will be on vacation next week, I thought I would write an update this week instead of next.
As everyone is painfully aware, there has been a tectonic shift in our trip mix, especially on the B-737 and B-756. On the legacy United side of the house, the same is true for the A320 fleet. The question is why. The Company has started to make claims that the sole culprit is the rig package we negotiated as part of the UPA and more specifically, the implementation of the provision requiring the Company to apply proper pay and credit for each day of work. We call this M5D. Their claims might actually sound reasonable until you delve a little deeper into the facts.
To begin with, there is a case at the Company where the left hand does not have a clue what the right hand is doing or can do. There has been an ongoing game of musical aircraft being played without adequately taking into account the differences in metal or the inability to mix crews. There are numerous examples of situations where this has led to network schedule inefficiencies that exacerbate pilot scheduling issues.
In September 2010, there were about 300 segments where neither end was a crew base. In September 2013, there are 4,122 such segments, with 17,435 hours of flying. In these cases, pilots who might have otherwise flown a turn (IAH-SFO-IAH) end up laying over somewhere to fly the non-base segment the next day. Under most conditions, just a few of these segments can upend a schedule, drastically reducing turns and other short trips. Additionally, not only is the trip now a four-day trip or longer, but (through NO fault of the pilots), the Company needs to find a way to close the M5D gap. That is most easily achieved by tacking a moderate to long turn on to one end of the trip.
Perhaps most importantly, the trip mix is primarily impacted by the Company’s failure to properly staff the L-CAL side of the house. EWR, DEN and ORD are understaffed, while IAH is overstaffed. As flying is pushed into the IAH bases, it means that more and more IAH trips will be four days. This effect is especially pronounced in SFO and IAD, where bases have been needed. Management has failed to or delayed the opening of those bases, so crews from other bases have to cover those trips. Furthermore, the failure of management to properly staff/open bases is evident in another piece of the puzzle – deadhead. Deadhead (DH) was previously a relatively rare event. In September 2013, we have almost 2,500 hours of DH in the domestic B-737 and B-756 solutions alone. The B-787 is a special case, but it had more than 600 hours of DH. Management has squandered approximately 45-50 pilots by having them ride around in the back of airplanes. In other words, they have further exacerbated a short staffing issue.
For illustration, let’s go back to September 2010, a representative pre-merger month. That month in IAH, there were 2,310 pairings, of which 78 were “dogs” (under four hours per day), and 354 that fell somewhere between four and five hours per day. Fewer than 19 percent of the pairings would have qualified for M5D. More importantly, only a very small percentage (three percent or 78 trips) really needed a lot of help. If we apply management’s rationale for the current September 2013 trip mix, this would mean that to get a lot of help for 78 trips and a little help for 354 trips, virtually every trip in the base would have been a four-day trip. Frankly, this just doesn't pass the smell test.
To deny that M5D is having an impact on trip mix would be disingenuous. Certainly it is having an impact. However, the biggest impacts on trip mix, schedule and quality of life, which we have observed for the past two years, are the Company’s unwillingness to put the right metal in the right place, their unwillingness to open crew bases where they are so desperately needed, and the persistent short staffing of the L-CAL side of the airline. To be fair, we have seen large swings in the trip mix at L-CAL before. The only difference now is that instead of limiting credit, and to accommodate understaffing and paying 16 hours for four-day trips, the Company will now be required to apply proper credit and pay a minimum of 20 hours for those four-day trips.
This discussion segues nicely into our understanding that System Bid 14-02A is scheduled to come out today. The preliminary copy I saw showed slightly more than 300 vacancies and the opening of a SFO crew base flying the B-737. The vacancies are the result of unfilled vacancies from the 14-02 bid and other movement needed to allocate pilots around the system. This is by no means a significant growth bid, but it will provide additional options for pilots and is a step in the right direction toward getting pilots into logical places to fly the schedule.
This bid will be governed in part by the provisions of Contract ’02 and the recently agreed upon MOU for the opening of the B-737 SFO base. I encourage you to familiarize yourself with that MOU. (Click HERE for a copy.)
That’s all for today. As always, Fly Safe.
One Union, One Voice
As everyone is painfully aware, there has been a tectonic shift in our trip mix, especially on the B-737 and B-756. On the legacy United side of the house, the same is true for the A320 fleet. The question is why. The Company has started to make claims that the sole culprit is the rig package we negotiated as part of the UPA and more specifically, the implementation of the provision requiring the Company to apply proper pay and credit for each day of work. We call this M5D. Their claims might actually sound reasonable until you delve a little deeper into the facts.
To begin with, there is a case at the Company where the left hand does not have a clue what the right hand is doing or can do. There has been an ongoing game of musical aircraft being played without adequately taking into account the differences in metal or the inability to mix crews. There are numerous examples of situations where this has led to network schedule inefficiencies that exacerbate pilot scheduling issues.
In September 2010, there were about 300 segments where neither end was a crew base. In September 2013, there are 4,122 such segments, with 17,435 hours of flying. In these cases, pilots who might have otherwise flown a turn (IAH-SFO-IAH) end up laying over somewhere to fly the non-base segment the next day. Under most conditions, just a few of these segments can upend a schedule, drastically reducing turns and other short trips. Additionally, not only is the trip now a four-day trip or longer, but (through NO fault of the pilots), the Company needs to find a way to close the M5D gap. That is most easily achieved by tacking a moderate to long turn on to one end of the trip.
Perhaps most importantly, the trip mix is primarily impacted by the Company’s failure to properly staff the L-CAL side of the house. EWR, DEN and ORD are understaffed, while IAH is overstaffed. As flying is pushed into the IAH bases, it means that more and more IAH trips will be four days. This effect is especially pronounced in SFO and IAD, where bases have been needed. Management has failed to or delayed the opening of those bases, so crews from other bases have to cover those trips. Furthermore, the failure of management to properly staff/open bases is evident in another piece of the puzzle – deadhead. Deadhead (DH) was previously a relatively rare event. In September 2013, we have almost 2,500 hours of DH in the domestic B-737 and B-756 solutions alone. The B-787 is a special case, but it had more than 600 hours of DH. Management has squandered approximately 45-50 pilots by having them ride around in the back of airplanes. In other words, they have further exacerbated a short staffing issue.
For illustration, let’s go back to September 2010, a representative pre-merger month. That month in IAH, there were 2,310 pairings, of which 78 were “dogs” (under four hours per day), and 354 that fell somewhere between four and five hours per day. Fewer than 19 percent of the pairings would have qualified for M5D. More importantly, only a very small percentage (three percent or 78 trips) really needed a lot of help. If we apply management’s rationale for the current September 2013 trip mix, this would mean that to get a lot of help for 78 trips and a little help for 354 trips, virtually every trip in the base would have been a four-day trip. Frankly, this just doesn't pass the smell test.
To deny that M5D is having an impact on trip mix would be disingenuous. Certainly it is having an impact. However, the biggest impacts on trip mix, schedule and quality of life, which we have observed for the past two years, are the Company’s unwillingness to put the right metal in the right place, their unwillingness to open crew bases where they are so desperately needed, and the persistent short staffing of the L-CAL side of the airline. To be fair, we have seen large swings in the trip mix at L-CAL before. The only difference now is that instead of limiting credit, and to accommodate understaffing and paying 16 hours for four-day trips, the Company will now be required to apply proper credit and pay a minimum of 20 hours for those four-day trips.
This discussion segues nicely into our understanding that System Bid 14-02A is scheduled to come out today. The preliminary copy I saw showed slightly more than 300 vacancies and the opening of a SFO crew base flying the B-737. The vacancies are the result of unfilled vacancies from the 14-02 bid and other movement needed to allocate pilots around the system. This is by no means a significant growth bid, but it will provide additional options for pilots and is a step in the right direction toward getting pilots into logical places to fly the schedule.
This bid will be governed in part by the provisions of Contract ’02 and the recently agreed upon MOU for the opening of the B-737 SFO base. I encourage you to familiarize yourself with that MOU. (Click HERE for a copy.)
That’s all for today. As always, Fly Safe.
One Union, One Voice
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