chperplt
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Definitions of small jets established (3 categories):
Ø “Small SJs” – certificated maximum seating capacity of 44 seats and a certificated maximum gross takeoff weight of [46,600] pounds.
Ø “Medium SJs” – certificated seating capacity of no less than 45 seats and no more than 50 seats and a certificated maximum gross takeoff weight not greater than 65,000 pounds.
Ø “Large SJs” – certificated seating capacity of 51-70 seats and a certificated maximum gross takeoff weight not greater than 75,000 pounds. In addition Large SJs include (a) the EMB-170 aircraft with a maximum certificated seating capacity of 78 seats and a certificated maximum gross takeoff weight of 82,100 pounds and (b) the EMB-175 aircraft with a maximum certificated seating capacity of 86 seats and a certificated maximum gross takeoff weight not greater than 86,000 pounds, provided, however, that every such EMB-170 and EMB-175 aircraft will only be configured for operation with a seating capacity of no more than 76 seats.
· Any jet aircraft configured for operation with more than 76 seats or with a certificated maximum gross takeoff weight greater than 86,000 pounds shall be operated by US Airways.
· Combined limitation on Medium SJs and Large SJs operated by US Airways Express is 315, with growth based on mainline fleet growth: two additional Medium SJs and Large SJs for each additional Group 2 aircraft above 315, one additional Medium SJ and Large SJ for each Group 3 aircraft in the company’s active fleet.
· 150 aircraft limitation on the number of Small SJs (44 seats and below) operated by US Airways Express.
· Large SJs will be placed only at MidAtlantic Airways (MDA).
· Existing authority for 70 Medium SJs without restriction as to airline; next 70 may be operated at any Participating Wholly-Owned Carrier or Participating Affiliate Carrier (participating in the Jets for Jobs program); additional Medium SJs may be placed at the Participating Carriers subject to a ratio between these SJs and those at MDA. Small SJs may be placed at any Participating Carrier.
· JETS FOR JOBS PROGRAM:
Ø MDA will recognize and bargain a contract with ALPA based on various stated requirements including average of ACO, CMR, CALEX. All MDA positions will be filled first by US Airways pilots on the Affected Pilot List (furloughed) in their order on such list, followed next by pilots from the Participating Wholly-Owned Carriers on the Participating Wholly-Owned Carrier Pilot List, followed by new-hire pilots. A US Airways pilot on the Affected Pilot List who has stated MDA as a preference may displace into MDA if he is senior to the most junior MDA pilot.
Ø Longevity for pay and benefit purposes of all pilots from US Airways and Participating Wholly Owned Carriers shall be based upon the pilot’s longevity at US Airways or the Participating Wholly-Owned Carrier from which he came to MDA, together with his longevity at MDA.
Ø All US Airways pilots employed by MDA shall be paid the greater of the pay rate applicable to the aircraft/longevity that they hold or $50 per hour.
Ø Job opportunities and job rights preserved in change of control of MDA or sale of a majority of the assets of the MDA.
Ø Provision would be made to permit a US Airways pilot who would otherwise not have been furloughed to bid to MDA vacancy in order to eliminate the furlough of a junior pilot. (Subject to resolution of Mainline training holds/training early/TDY/moving expense issues.)
Ø Pilots on the Affected Pilot List may express a preference for an MDA position limited to a Large Jet category.
Ø If a pilot is employed by a Participating Wholly-Owned Carrier or Participating Affiliate Carrier, he may bid for a Large SJ MDA Captain vacancy and will be awarded such vacancy in order of his US Airways pilot seniority (subject to the training freeze and coverage hold provisions, and subject to early release based on the needs of the carrier).
Ø A pilot may bypass an offer of employment with MDA without losing his position on the Affected Pilot List, regardless of his preference. He may bypass an offer of employment with a Participating Wholly-Owned Carrier or a Participating Affiliate Carrier without losing his position on the Affected Pilot List, so long as there are junior Affected Pilots available to accept such offer.
Ø Flow-through provisions to and from Participating Wholly-Owned carriers, MDA, and US Airways.
Operating restrictions on the use of Small Jets.
Improved fragmentation protection (Section 1(F)) provisions that are the same as the current United Airlines Pilot contract.
Domestic Code sharing (other than US Airways Express). Note – The following domestic code sharing authority has been MEC ratified:
Ø Not between US Airways hubs (Charlotte, Philadelphia, Pittsburgh, or any other airport having at least 50 US Airways mainline daily departures).
Ø Establish Baseline Ratios based on ratio of operations between US Airways hub and codeshare airline’s hubs (airports having an average of at least 50 other airlines departures per day on equipment other than turboprops or Small Jets) to determine percentage limitations on code-share authority to or from a US Airways hub and other codeshare airline’s hubs.
Ø Also establish Baseline Ratios for codeshare operations within the Eastern states and adjacent areas to be determined based on identity of codeshare partner(s).
Ø Not on feeder/express operators on behalf of the other airlines except non-stop or one-stop to or from the other airlines’ domestic hubs, provided that one-stop operations may not touch a US Airways hub.
Ø Limitations on flights departing from North America to Europe and North America to the Caribbean Basin.
Ø Process for correcting breach of code sharing limitations.
Ø In the event that either US Airways or the other airlines acquires another air carrier and integrates that air carrier so as to form a single carrier, Baseline Ratios shall be adjusted to include the increase in nonstop scheduled flights that result from the acquisition and integration of the acquired air carrier.
Ø Reciprocal code share requirement provisions.
Ø No direct or indirect transfer to the other airlines of any aircraft owned, leased, operated or on order or option by or on behalf of US Airways, other than in the normal course of business (e.g., lease returns or sale of aircraft, orders or options on arm’s length market terms).
Ø Provisions for amending, terminating alliance agreements, including provisions for decisions on ALPA objections.
Ø Provisions for addressing actions or rulings of any government authority.
Ø Labor dispute protections.
Ø Provisions for arms’ length transactions.
Ø Review terms of final alliance agreement and agreements with other airlines’ pilot groups to determine if modifications are warranted before code share authority becomes effective.
International Code Sharing – US Airways may place its designator code on the flights of Foreign Carriers under terms that include the following. Note – The following international code sharing authority has been MEC ratified:
Ø Establish baseline ratio based on first year code-sharing operations to determine percentage foreign code-sharing limitations.
Ø No placement of the US Airways designator code on flights of Foreign or Foreign North American other airlines (OAL) to or from a US Airways hub, other than flights to or from a foreign hub of the Foreign or Foreign North American OALs.
Ø Process for correcting breach of code sharing limitations.
Ø In the event that either US Airways or the Foreign OAL or Foreign North American OAL acquires another air carrier and integrates that air carrier so as to form a single carrier, the applicable Baseline Ratios will be adjusted to include the increase in nonstop scheduled flights that result from the acquisition and integration of the acquired air carrier.
Ø Reciprocal code share requirement provisions.
Ø Labor dispute protections.
Ø “Small SJs” – certificated maximum seating capacity of 44 seats and a certificated maximum gross takeoff weight of [46,600] pounds.
Ø “Medium SJs” – certificated seating capacity of no less than 45 seats and no more than 50 seats and a certificated maximum gross takeoff weight not greater than 65,000 pounds.
Ø “Large SJs” – certificated seating capacity of 51-70 seats and a certificated maximum gross takeoff weight not greater than 75,000 pounds. In addition Large SJs include (a) the EMB-170 aircraft with a maximum certificated seating capacity of 78 seats and a certificated maximum gross takeoff weight of 82,100 pounds and (b) the EMB-175 aircraft with a maximum certificated seating capacity of 86 seats and a certificated maximum gross takeoff weight not greater than 86,000 pounds, provided, however, that every such EMB-170 and EMB-175 aircraft will only be configured for operation with a seating capacity of no more than 76 seats.
· Any jet aircraft configured for operation with more than 76 seats or with a certificated maximum gross takeoff weight greater than 86,000 pounds shall be operated by US Airways.
· Combined limitation on Medium SJs and Large SJs operated by US Airways Express is 315, with growth based on mainline fleet growth: two additional Medium SJs and Large SJs for each additional Group 2 aircraft above 315, one additional Medium SJ and Large SJ for each Group 3 aircraft in the company’s active fleet.
· 150 aircraft limitation on the number of Small SJs (44 seats and below) operated by US Airways Express.
· Large SJs will be placed only at MidAtlantic Airways (MDA).
· Existing authority for 70 Medium SJs without restriction as to airline; next 70 may be operated at any Participating Wholly-Owned Carrier or Participating Affiliate Carrier (participating in the Jets for Jobs program); additional Medium SJs may be placed at the Participating Carriers subject to a ratio between these SJs and those at MDA. Small SJs may be placed at any Participating Carrier.
· JETS FOR JOBS PROGRAM:
Ø MDA will recognize and bargain a contract with ALPA based on various stated requirements including average of ACO, CMR, CALEX. All MDA positions will be filled first by US Airways pilots on the Affected Pilot List (furloughed) in their order on such list, followed next by pilots from the Participating Wholly-Owned Carriers on the Participating Wholly-Owned Carrier Pilot List, followed by new-hire pilots. A US Airways pilot on the Affected Pilot List who has stated MDA as a preference may displace into MDA if he is senior to the most junior MDA pilot.
Ø Longevity for pay and benefit purposes of all pilots from US Airways and Participating Wholly Owned Carriers shall be based upon the pilot’s longevity at US Airways or the Participating Wholly-Owned Carrier from which he came to MDA, together with his longevity at MDA.
Ø All US Airways pilots employed by MDA shall be paid the greater of the pay rate applicable to the aircraft/longevity that they hold or $50 per hour.
Ø Job opportunities and job rights preserved in change of control of MDA or sale of a majority of the assets of the MDA.
Ø Provision would be made to permit a US Airways pilot who would otherwise not have been furloughed to bid to MDA vacancy in order to eliminate the furlough of a junior pilot. (Subject to resolution of Mainline training holds/training early/TDY/moving expense issues.)
Ø Pilots on the Affected Pilot List may express a preference for an MDA position limited to a Large Jet category.
Ø If a pilot is employed by a Participating Wholly-Owned Carrier or Participating Affiliate Carrier, he may bid for a Large SJ MDA Captain vacancy and will be awarded such vacancy in order of his US Airways pilot seniority (subject to the training freeze and coverage hold provisions, and subject to early release based on the needs of the carrier).
Ø A pilot may bypass an offer of employment with MDA without losing his position on the Affected Pilot List, regardless of his preference. He may bypass an offer of employment with a Participating Wholly-Owned Carrier or a Participating Affiliate Carrier without losing his position on the Affected Pilot List, so long as there are junior Affected Pilots available to accept such offer.
Ø Flow-through provisions to and from Participating Wholly-Owned carriers, MDA, and US Airways.
Operating restrictions on the use of Small Jets.
Improved fragmentation protection (Section 1(F)) provisions that are the same as the current United Airlines Pilot contract.
Domestic Code sharing (other than US Airways Express). Note – The following domestic code sharing authority has been MEC ratified:
Ø Not between US Airways hubs (Charlotte, Philadelphia, Pittsburgh, or any other airport having at least 50 US Airways mainline daily departures).
Ø Establish Baseline Ratios based on ratio of operations between US Airways hub and codeshare airline’s hubs (airports having an average of at least 50 other airlines departures per day on equipment other than turboprops or Small Jets) to determine percentage limitations on code-share authority to or from a US Airways hub and other codeshare airline’s hubs.
Ø Also establish Baseline Ratios for codeshare operations within the Eastern states and adjacent areas to be determined based on identity of codeshare partner(s).
Ø Not on feeder/express operators on behalf of the other airlines except non-stop or one-stop to or from the other airlines’ domestic hubs, provided that one-stop operations may not touch a US Airways hub.
Ø Limitations on flights departing from North America to Europe and North America to the Caribbean Basin.
Ø Process for correcting breach of code sharing limitations.
Ø In the event that either US Airways or the other airlines acquires another air carrier and integrates that air carrier so as to form a single carrier, Baseline Ratios shall be adjusted to include the increase in nonstop scheduled flights that result from the acquisition and integration of the acquired air carrier.
Ø Reciprocal code share requirement provisions.
Ø No direct or indirect transfer to the other airlines of any aircraft owned, leased, operated or on order or option by or on behalf of US Airways, other than in the normal course of business (e.g., lease returns or sale of aircraft, orders or options on arm’s length market terms).
Ø Provisions for amending, terminating alliance agreements, including provisions for decisions on ALPA objections.
Ø Provisions for addressing actions or rulings of any government authority.
Ø Labor dispute protections.
Ø Provisions for arms’ length transactions.
Ø Review terms of final alliance agreement and agreements with other airlines’ pilot groups to determine if modifications are warranted before code share authority becomes effective.
International Code Sharing – US Airways may place its designator code on the flights of Foreign Carriers under terms that include the following. Note – The following international code sharing authority has been MEC ratified:
Ø Establish baseline ratio based on first year code-sharing operations to determine percentage foreign code-sharing limitations.
Ø No placement of the US Airways designator code on flights of Foreign or Foreign North American other airlines (OAL) to or from a US Airways hub, other than flights to or from a foreign hub of the Foreign or Foreign North American OALs.
Ø Process for correcting breach of code sharing limitations.
Ø In the event that either US Airways or the Foreign OAL or Foreign North American OAL acquires another air carrier and integrates that air carrier so as to form a single carrier, the applicable Baseline Ratios will be adjusted to include the increase in nonstop scheduled flights that result from the acquisition and integration of the acquired air carrier.
Ø Reciprocal code share requirement provisions.
Ø Labor dispute protections.
