Friday, August 9, 2013

PACER account

Why has the DPA spent over $666 on PACER documents that are available for free?

Thursday, August 1, 2013

Who is GMC Law?

The DPA spent $2781 to GMC Law in 2012.

What happened to Seham?

Sunday, July 28, 2013

ALPA Grievance Problems - Why Professional Negotiators are Necessary

The rhetoric reaches new heights as the DPA comes full circle to the depths of it's beginnings and the reason Tim Caplinger is pissed at ALPA. This is his motivation. His reason for being.

The Typo Furlough

The Zealot shows himself for what he is. An angry man that will stop at nothing to bring ALPA down no matter how many pilots are hurt in the process.

He wants revenge and he can't do it without you...

and your money...

and the retired pilots money...

and the money from United Pilots...

NWA Duty Rig Grievance Decision

Instead of just letting the decision stand, the DPA continues to lie.
By reading this decision, we discover that ALPA representatives at NWA, responsible for negotiating and enforcing the new joint contract, were either misled or they misunderstood the associated provisions in the contract.  The language was poorly crafted and left too much room for interpretation.  As a result, all NWA pilots will not receive a large sum of money they thought they were earning on every trip.
 The DPA did not discover anything. The contract language had nothing to do with this. If the DPA wants to quote anything, the words of the arbitrator are certainly harsh.

It is therefore my considered opinion, based on this Record, that the NWA MEC has not carried its burden of establishing that the Company violated any provision of the PWA,
 Not ALPA, not the Delta MEC but the NWA MEC 

There can be no doubt as to the understanding of those at the table from January 12 to January 18. The uncontroverted evidence clearly establishes that the Company would not permit the NWA pilots to fly under Delta's scheduling provisions as of JCBAID. Neither would it permit NWA pilots to fly under some aspects of those provisions and some aspects of the NWA rules.

These documents completely undermine the NWA MEC's argument that the language of 12.S.5. was clear and that its meaning need not have been pursued. Even if, contrary to the testimony of Captain Worrall, the NWA participants, as they allege, were not told the effect of 12.S.5., no matter what occurred or didn't occur before—an unclear explanation or, as Watts said, no explanation at all—upon reading the documents before them, a single question needed to be asked. If it had been asked, the answer surely would have been as this Record confirms; that the duty rigs in Section 12 would take effect as of Bid Period 5.
The battle was fought. The NWA MEC lost. That's it. The evidence wasn't there. The DPA emphasizes "A dedicated contract lawyer and professional negotiator would never have made such a gross oversight when drafting the contract." They fail to mention that Witness
Patrick "Pat" Brennaman, was the Sr Contract Administrator and the NWA MEC Coordinator, was a dedicated lawyer overseeing the language. The NWA MEC did have a dedicated attorney and he was there.

The contract and the language were not at fault here as the record clearly states. All the DPA has done is thrown the NWA MEC and Ken Watts under the bus. How many former ALPA volunteers does the DPA need to smear to help their lies?

Still not convinced? The arbitrator choose to include a number of statements in the decision including one pointing out the the NWA MEC showed up late because didn't have "approval from their MEC." The arbitrator made no mistake in choosing his language and the rest of his statements in shining a poor light on the situation. It's unfortunate but it's also over for the DPA on this one.

Saturday, July 27, 2013

DPA in the Majority at Delta!

DPA Members can celebrate this major milestone! 
  With candles!

We have enough members to file with the National Mediation Board. 
Holy crap, that only took three years!
Only one hurdle remains, bringing our members' Authorization Cards up to date.
Wait a second! You either have enough cards for the vote or you don't? This is where the DPA says they have "members" but not signed cards. In fact, they need help getting new signatures from old members.

The DPA has played loose with this "sign your card" to get access to the site from day one.
To become a DPA member, simply fill out the online registration form found on the home page, print out the Authorization Card supplied after registration, fill it out and mail it in to the address provided.  Upon receipt of your Card, you will receive login information via email to the rest of our site.
The NMB* has very strict rules about this type of card signature gathering and telling people the card is just to "force a vote" or "to get access to our website" could lead to the NMB not accepting all the cards.

*International In-Flight Catering Co. v. NMB, 555 F.2d 712 (9th Cir. 1977) (reversing certification based on authorization cards, where there was strong evidence the employees had been told that signing cards was only to obtain an election).

Monday, June 24, 2013

Joint Venture Scope Protection - ALPA Failures Continue

The DPA can't make this one come true. There is no language that can prevent an airline from buying another airline. Remember the last merger? No language can prevent it.

Monday, October 8, 2012

The ALPA Tool Box - A Myth in Reality

DPA starts of with "the ALPA "Tool Box" mostly inaccessible to Delta Pilots"

Wrong again.

ALPA’s dues are 1.95 percent of your airline income. That’s the easy part. More complex is the manner in which the dues income is allocated to provide funding for all of the union’s activities. This structure has been carefully honed over time and has served ALPA members well. (As a reminder, the MEC is the Master Executive Council, the highest governing body at the airline level, and is made up of the elected status representatives from each domicile, plus the MEC chairman, vice chairman, and secretarytreasurer.)
The first 0.35 percent of the 1.95 percent is allocated to the Special MEC Reserve Account (SMRA). SMRA funds are allocated directly to each MEC, which uses SMRA only after the MEC operating income (discussed below) is exhausted. The MEC has the option to budget and spend SMRA funds, save them for future use, or refund the funds to the members of its airline. MECs often retain unspent SMRA funds for future years to support contract negotiations or special MEC needs.
The next component of dues0.10 percent of the 1.95 percentis allocated to the ALP A Administrative and Support Account (A&S), discussed below.
After deducting the two components of dues allocation mentioned above, 1.50 percent of the 1.95 percent remains; it’s called “operating income.” This 1.50 percent is allocated to the MECs, the A&S account, and the Operating Contingency Fund (OCF). The MEC account allocation is 24 percent of the 1.50 percent, the A&S account allocation is 71.5 percent of the 1.50 percent, and the OCF account allocation is 4.5 percent of the 1.50 percent.
The MEC account allocation (24 percent of the 1.50 percent) is distributed to each MEC, except that ALPA’s largest groupsDelta, FedEx, Continental and Unitedare allocated 20 percent of the 1.50 percent. The remaining 4.0 percent (24 minus 20 percent) of operating income of the largest pilot groups is redistributed to smaller MECs throughout ALPA. In essence, ALPA’s larger pilot groups provide a subsidy to ALPA’s smaller pilot groups to ensure adequate funding for their union activities.
The A&S account allocation (71.5 percent of the 1.50 percent, plus 0.10 percent of the 1.95 percent discussed above) provides services that are available to all ALP A pilot groups, including representation, economic and financial analysis, legal, retirement and insurance, communications, engineering and air safety, ALPA’s air safety structure, membership services, over three dozen training programs, aeromedical services, and local council funding and services.
In addition, the A&S account supports administrative services such as the National Officers, National Committees, Legislative Affairs, Governing Bodies, Finance, Information Systems, and Human Resources.
Over 86 percent of ALPA’s current 315 employees and 89 percent of its employee expenses are paid out of the A&S account.
When an MEC uses the services of the departments described above, that MEC is not charged for the services provided by the A&S account. This is the ALPA “toolbox” of services that includes professional, technical, administrative, and clerical personnel. The central pooling and allocation of these resources has enabled ALP A to ensure the availability of highly qualified and experienced personnel to all member pilot groups on a costeffective basis.
The OCF account allocation (4.5 percent of the 1.50 percent of operating income) primarily provides funds to smaller pilot group MECs during times of financial need, usually as a result of contract negotiations. A large portion of the OCF account is allocated in advance to the smaller pilot groups’ MECs during the budget preparation process based on anticipated negotiating schedules and other special needs. A portion of the OCF is also set aside for contingencies and other special needs of the union.
ALPA’s budgeting system has been refined over the decades so that it best serves its members. Along with highly qualified staff professionals, there is significant pilot involvement in ALPA’s financial process. ALP A is required to establish a balanced budget annually, which is approved by the Executive Council.
The rules established regarding the use of each fund discussed below have a common thread: to ensure the financial integrity of the Association while simultaneously providing to its members the best services of any pilot union in the world.
ALP A has specific accountsMEC Account, A&S Account, SMRA, and the OCFout of which specific services are provided to the membership. Policies have been established within ALP A to identify the specific share of total dues income to be allocated to each account. Such policies have provided significant benefit to the Association by ensuring financial discipline within the development of Association budgets.
For 2009, the Association reported a $1.6 million deficit from operations on $101 million in revenue. For 2010, the preliminary results show a $.5 million surplus on $108 million in revenue. The Association expects a breakeven year in 2011.
ALPA’s key financial asset, the Major Contingency Fund, had a balance of $53.2 million as of December 31, 2010.
The MCF is used to provide funding for MECs to support communications, Family Awareness, strike preparation and PilottoPilot® activities during advanced stages of negotiations, and if necessary, running an effective strike. It is also used to defend the integrity of the Association
and address issues of urgent concern that significantly and adversely affect the airline piloting profession and which cannot be funded by normal Association budgeting practices and policies.
Information provided by: ALPA’s Finance Department
Updated April 2011