AirTran contract summary by section

[Ace McCoy]

Thanks

Nice work lear. very informative. You have shown me reasons #123 thru #132 to vote no.

The list is growing large!

 

[Ace McCoy]

Ha

I just went to the NPA site and noticed they posted a chart showing all the captain pay increases. Somebody is desperate to get the captains to vote yes..

Though they left out all the pay cuts those who can't hold 737 captain are gonna take when they get downgraded to the E-190

 

[Lear70]

[FONT=&quot]Section 4 – Compensation[/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot]This overview omits pay rate arguments, simply because there is no argument. The NPA has already admitted that they are comparing our rates to a bankrupt carrier (Delta) that will, in all likelihood, gain 30-50% raises during our contract period.[/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot]The NPA has already admitted that our F/O rates are among the bottom of the industry.[/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot]The NPA has already admitted that there is no “GUARANTEE” that all the F/O’s will upgrade within 4 years, although NPA elected officials have stated repeatedly, in person and in writing, that this 4 year upgrade is the basis for accepting such sub-par wages.[/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot]The NPA has already admitted that they did not use the jetBlue blended rates when determining pay scales, especially the 79-99 seat jet rates, which makes all their comparisons baseless and useless.[/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot]We will therefore leave those facts about our “excellent” pay raises up to you to consider, and give you the following excerpts from Section 4:[/FONT]
[FONT=&quot] [/FONT]

• [FONT=&quot]The paragraphs start out at O, continue to Z, then re-start at AA? They are incorrectly referenced throughout, more than likely because of the incorrect starting paragraph letter. The references in this paper use the incorrect ones since that is all that is available.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-P-1 – Longevity stops accruing now at 180 calendar days (removes 6 months reference).[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-Q-1-b-2 – Market conditions to establish first year pay are not defined. First year pay will remain at $38.50 for the duration of the agreement since the company has nothing to force them to change it.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-Q-2-a – The 737-800 is now a Small narrow-body aircraft, as is the A320, which is a 13% pay cut if the company elects to change all future 737-700 deliveries to -800 deliveries or we merge with / purchase an airline that has A320’s.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-Q-2-b – The 737-400 is a LARGE narrow-body?[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-Q-2-c – Widebody aircraft is a 28% override to existing SNB rates. This is still well under market wages for these aircraft types.[/FONT]

[FONT=&quot] [/FONT]
·[FONT=&quot] [/FONT][FONT=&quot]4-Q-2-d – For any specific airframe not mentioned above, the Company will not operate any other type of aircraft on revenue flights until both the Company and the Association have agreed upon an appropriate aircraft classification (SNB, LNB, or WB). If no agreement is made, either party may submit the dispute to final and binding arbitration using the same procedures outlined in Section 1.P, Expedited Section 1 Minor Dispute Resolution. [/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot]o[FONT=&quot] [/FONT][/FONT][FONT=&quot]No aircraft mentioned falls into the category of 79-99 seats yet we still have pay rates for them. What classification would an aircraft with this number of seats be? If it is SNB then it should pay the same as the 737 and 717.[/FONT]
[FONT=&quot]o[FONT=&quot] [/FONT][/FONT][FONT=&quot]If we were to classify Small Jets (SJ) pay in this category, it would require them to pay us the 79-99 seat pay even if we obtained jets and reconfigured them for less than 79 seats. With this sub-type undefined, it allows the company to immediately take it to EXPEDITED arbitration and say “We have different pay rates that get smaller with each size down of aircraft, so these 70-seat aircraft should pay even less than the existing 79-99 seat scale”. Dangerous loophole[/FONT]
[FONT=&quot] [/FONT]

• [FONT=&quot]4-R.2.b.1 – Still references duty period instead of pairing. This is just being sloppy since pairing is referenced in V.1.c. This was a source of problems in the past.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-R-2 – Maintains current 50% override for Extension pay, Down-line draft pay, and Junior Assignment pay AND language remains exactly the same, word-for-word.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]Section S – pay computation. Here is where all the lettering errors come up and render the entire section useless for legal purposes. Additionally, they accidentally excluded Par Y – International override, into the pay matrix chart. This is also where they start referring to “Core” credit time instead of “scheduled block time”.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-T-1-a – Defines “Core” credit time as the 3-month look-back average from the same period of the preceding year.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-T-1-b – Every time we start a [/FONT][FONT=&quot]new city[/FONT][FONT=&quot] pairing, the Company gets to use the Dispatch calculated time averages to determine the initial “Core” credit time.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-T-b – This is the loss of door-close to “wheel movement” for determining of “out time”, and gives the 5 minute automatic “out” time start after door close (starts on the 6th minute).[/FONT]

[FONT=&quot] [/FONT]
[FONT=&quot]RESERVES:[/FONT]
[FONT=&quot] [/FONT]

• [FONT=&quot]Loss of minimum 3.5 hour cumulative pay on Reserve days whether given a flight assignment or not.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]There was a rumor that ALL pay credit goes towards minimum guarantee, i.e. if you don’t break guarantee on reserve, NONE of the extra credits go above your base pay, i.e. flying starting after your RR period end, etc. This is not true. Q&A specifically states RR pay goes ON TOP of monthly guarantee.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-U-2-a – Ready Reserve at the airport pays 4 hours ABOVE guarantee if you are not flown. One of the only Reserve gains, offset by loss of daily 3.5 credit.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-U-2-b – Ready Reserves given a flight assignment that is scheduled to DEPART (not operate) outside your original RR period will be paid 2 hours for time served in addition to the FLYING assignment.[/FONT]

[FONT=&quot] [/FONT]

• • [FONT=&quot]If you are assigned a trip that starts INSIDE your RR period but goes 6-8 hours OUTSIDE the RR period, you get NO override.[/FONT]
  • [FONT=&quot]If you get a flying assignment that’s only worth 3 hours that STARTS outside your RR period, you only get a 2 hour override to the FLYING assignment credit, which is 5 hours total, NOT 4 hours RR plus 2 hours override.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-U-2-c – Confirms the ability of the company to assign you Ready Reserve duty at an outstation by confirming the deadhead pay for such an assignment.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-U-3-a – Allows the company to schedule a reserve pilot a reserve period (Telephone Availability Period) on a day off: “If a pilot is assigned a Reserve TAP after the initial monthly award … the pilot will be credited with 4 hours of pay.”[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]Do not confuse the above with 4-U-3-d – “Reserves who fly on their day off as a result of the use of movable days are not entitled to extension pay.” The above section is FULLY INTENDED to make reserves usable on their off days even without the movable day off allowance.[/FONT]

[FONT=&quot] [/FONT]

• [FONT=&quot]4-U-3-c – Loss of protection from downline draft with NO extra pay: “A reserve pilot who returns to domicile after a flying assignment is subject to further assignment as a Reserve and will not be paid overrides.” Includes the ability to schedule ready reserve AFTER a flight assignment for a Reserve pilot with NO additional pay.[/FONT]

[FONT=&quot] [/FONT]

 

[Lear70]

[FONT=&quot] Section 4, continued:[/FONT]
[FONT=&quot]
[/FONT]
[FONT=&quot]Lineholders Pay[/FONT]

• [FONT=&quot]4-V-5-b-4 – If you are trying to get back on your original trip and, on that first day, you don’t fly the minimum duty period guarantee (4.5 hour average), you are not entitled to it.[/FONT]
• [FONT=&quot]Section 4.V.8.a.2 regarding late return to domicile states the following[/FONT]

[FONT=&quot]o[/FONT][FONT=&quot]2) If they are returned in a new duty period on their day off, the Pilot will be paid extension pay rate for the new duty period. [/FONT]

• • [FONT=&quot]The above references extension pay while section 5-O-9-b-1 states we were junior assigned:[/FONT]

§[FONT=&quot]b. Delayed or Cancelled Flight which creates an additional duty period [/FONT]
§[FONT=&quot]The Pilot will be paid as if he had been Junior Assigned into a day off.[/FONT]

[FONT=&quot]o[/FONT][FONT=&quot]So is it an extension or a junior assignment? What is the “applicable duty period guarantee” in this case. [/FONT]
§[FONT=&quot]Let’s say you have a 2-day trip that was scheduled for 6 hours on day 1 and 6 hours on day 2, but was delayed and you timed out. You are then given an unscheduled overnight into day 3 with one leg back into domicile to finish. What is the duty period guarantee for day 3? [/FONT]
§[FONT=&quot]Since it is a multiple day trip it would appear to be 4.5 hours minimum. This means that you would get a 50% override for what you flew (the deadhead * 1.5) or 4.5 (no multiplier), whichever is greater.[/FONT]
§[FONT=&quot]Under the CURRENT CBA you would have gotten 6 hours minimum. This is a concession in pay due to lack of attention to detail.[/FONT]

·[FONT=&quot]4.V.8.2.a – Loss of compensatory day off except when you will only get a single day off in between pairings. Under the current Section 5 language, you get a compensatory day off if you are flown into a day off. Now you don’t. Concession.[/FONT]

·[FONT=&quot]4.X – No increase in vacation pay.[/FONT]

·[FONT=&quot]4.Y – International pay - $2.00 per hour CA, $1.00 per hour F/O override, does not apply in [/FONT][FONT=&quot]Canada[/FONT][FONT=&quot], [/FONT][FONT=&quot]Mexico[/FONT][FONT=&quot], or the [/FONT][FONT=&quot]Caribbean[/FONT][FONT=&quot] (anywhere we can reasonably expect to fly). Useless override.[/FONT]

·[FONT=&quot]4.Z.1 – LVI – Concession to the company of an extra 5 hours per calendar quarter before they have to pay the LVI penalty.[/FONT]

·[FONT=&quot]4.Z.7 – Home study pay. Pays 3 hours for 6-8 hours of scheduled time. If < 6 hours scheduled time, pay will be ½ the course scheduled time, rounded up to each next half-hour. This saves the company 2-3 hours each year, per pilot, for recurrent training, while requiring us to be studying (working) the same amount of time we would if in ATL.[/FONT]

[FONT=&quot]o[/FONT][FONT=&quot]Note: Q&A says that you can CHOOSE to do the training at Alteon and still get the 4 hour minimum training pay. Good for people who live in ATL.[/FONT]

·[FONT=&quot]4.AA.1 – Trip Rig – still 3.5 * TAFB[/FONT]

·[FONT=&quot]4.AA.2 – Duty Rig – increased to 2:1 for each day’s duty period (the only gain in Section 4 other than pay rates).[/FONT]

·[FONT=&quot]4.AA.3 – Loss of 4 hour min day, goes to 4 hour min day for a day trip, but a 4.5 hour A[/FONT][FONT=&quot]VERA[/FONT][FONT=&quot]GE day for multi-day trips.[/FONT]

·[FONT=&quot]4.AA.3 – Monthly guarantee remains the same for line holders at 70 hours. Reserve pilots take concessions down to 75 hours of guarantee from the current 90-100+ hours credit under the current system.[/FONT]

·[FONT=&quot]4.AA.4.e – Confirms loss of 3.5 hour unused reserve period pay for Reserve pilots.[/FONT]

·[FONT=&quot]4.AA.4.f – [/FONT][FONT=&quot]CDO[/FONT][FONT=&quot] line holders can have CDO duty periods removed with no credit, such as if you took a weather or mechanical delay back inbound and didn’t have enough rest in domicile before the next CDO and were removed due to circumstances “beyond the company’s control” = no pay.[/FONT]

·[FONT=&quot]4.BB – No increase in Per Diem, now since 2002 until a new Agreement is reached, 6-7 years from now if past company practice is repeated.[/FONT]

·[FONT=&quot]4.BB.1 – Elimination of Day Dollars plan, reverts to $22 per month “Supplement for Professional Materials”.[/FONT]

·[FONT=&quot]Going to a “Core” credit time will ensure that block times in the bid packet are less than the customer schedule. [/FONT]

[FONT=&quot]o[/FONT][FONT=&quot]The NPA has publicly stated this averages a 6 minute loss per leg for EVERY pilot.[/FONT]
[FONT=&quot]o[/FONT][FONT=&quot]When you call in sick, have a flight cancelled or get reassigned it will be calculated using core credit. This will end up costing you credit time every leg.[/FONT]
[FONT=&quot]o[/FONT][FONT=&quot]This is a pay CUT that will directly reduce the hourly rate increases. [/FONT]

·[FONT=&quot]Loss of main door close will be a pay cut on every flight you operate that blocks over the “Core” credit time. [/FONT]

[FONT=&quot]o[/FONT][FONT=&quot]The NPA has publicly stated that from the time it takes to close the door, get the cabin ready, do the checklist and get clearance to push you are looking at 3 minutes on average for EVERY pilot on each flight that blocks over “core”.[/FONT]
[FONT=&quot]o[/FONT][FONT=&quot]This is a pay CUT that will directly reduce the hourly rate increases.[/FONT]

 

[Lear70]

[FONT=&quot][/FONT]Section 4 - last part:

·[FONT=&quot] [/FONT][FONT=&quot]So let’s do a calculation, based on a high-value trip where the Duty Rig and Trip Rig aren’t a factor so we can see EXACTLY how this affects us:[/FONT]
[FONT=&quot]o[FONT=&quot] [/FONT][/FONT][FONT=&quot]If the loss of passenger schedule times is up to 6 minutes on every flight that we regularly UNDER-block, we will deduct from [/FONT][FONT=&quot]1[/FONT][FONT=&quot] to 6 minutes (max) for each leg that we under-block on this pairing.[/FONT]
[FONT=&quot]o[FONT=&quot] [/FONT][/FONT][FONT=&quot]Alternately, if the loss of Door Close is up to 5 minutes for every flight that we OVER-block, we will deduct from [/FONT][FONT=&quot]1[/FONT][FONT=&quot] to 5 minutes (max) for each leg that we over-block on this pairing.[/FONT]
[FONT=&quot]o[FONT=&quot] [/FONT][/FONT][FONT=&quot]The total of each of those on a leg-by-leg basis from current scheduled pay is the pay cut we take from these two rules.[/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot]Original Pairing: 4-day, 11 legs, [/FONT][FONT=&quot]23:36[/FONT][FONT=&quot] credit, TAFB 73:08 (20.88 trip rig), duty rig doesn’t apply[/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot]Day 1, leg 1: Under block 5 minutes = -5 minutes[/FONT]
[FONT=&quot]Day 1, leg 2: Over-block 6 minutes = - 5 minutes[/FONT]
[FONT=&quot]Day 2, leg 1: Over-block 3 minutes = - 3 minutes[/FONT]
[FONT=&quot]Day 2, leg 2: Under-block 9 minutes = - 6 minutes (the most we said we’d use is the average)[/FONT]
[FONT=&quot]Day 2, leg 3: Over-block 1 minute = - 1 minute[/FONT]
[FONT=&quot]Day 3, leg 1: Over-block 4 minutes = -4 minutes[/FONT]
[FONT=&quot]Day 3, leg 2: Over-block 9 minutes = 5 minutes (the most the book gives until the clock starts)[/FONT]
[FONT=&quot]Day 3, leg 3: Under-block 2 minutes = - 2 minutes[/FONT]
[FONT=&quot]Day 4, leg 1: Under-block 4 minutes = - 4 minutes[/FONT]
[FONT=&quot]Day 4, leg 2: Under-block 4 minutes = -4 minutes[/FONT]
[FONT=&quot]Day 4, leg 3: Under-block 19 minutes = -6 minutes[/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot]Total minutes lost under new rules: 45 minutes[/FONT]
[FONT=&quot]If done consistently throughout the month: 3 HOURS of pay on a 14-day off line (4 4-day trips).[/FONT]
[FONT=&quot]If done consistently throughout the year: 36 hours of pay (half a month lost pay).[/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot]o[FONT=&quot] [/FONT][/FONT][FONT=&quot]How many legs do YOU do every month? We are being VERY conservative here: you have to remember the “Core Credit” mentioned above. These core credit times will be less that the normal scheduled block we have been flying. In fact they are the average time it takes to do that particular leg. It stands to reason that you will be overblocking more than you did in the past, which means the loss of door close will happen a LOT more often than in the above example.[/FONT]
[FONT=&quot] [/FONT]
[FONT=&quot] [/FONT]

 

[-9Capt]

Nice work Lear.

How's scheduling coming along?

 

[BILL LUMBERG]

Good work Lear.....good summary....

I'm pissed and I'm NOT at Airtran....Good luck guys!! Send it back!!

 

[Lear70]

Thanks Lear! I'm off from work until the 10th...is all of this info being handed out in the crew room, road shows, etc?

It will be as soon as I can get it all coalesced into one document and try to shorten it up as much as possible (no one wants a 50-page "synopsis).

Been getting some help on Section 4, Insurance, and Hotels and have to run the formatting and wording changes by those guys who wrote the other sections to make sure I don't put out something someone else disagrees with if they wrote that part.

Once I get the go-ahead, I'll go down to Kinkos, print as many as I can afford, and take them down to ATL tomorrow morning early and pass them out at the info sessions and "road shows" as much as possible before I have to go fly.

A couple other guys are volunteering to take copies to the road shows they are going to attend, along with stickers and such. Hopefully we can really get the word out over the next 3 weeks. 21 days and counting and they haven't opened the polls yet.

Great job! I second you for a seat on the BoD!

NNNNOoooooo... wife would kill me.

 

[Lear70]

Nice work Lear.

How's scheduling coming along?

Starting it as soon as I take a quick break for lunch. Been at this since about 7:30 this morning...

Wish someone else had done it, Scheduling isn't my forte' at this company yet... just haven't been here long enough to experience all the screw jobs that have come down the pike the last several years.

 

[Stewie]

Lear...Nice job. Let's get this thing defeated!!