Air Line PilOt

Transcription

Air Line PilOt

March 2015
Air
Line
PilOt
PRINTED IN THE U.S.A.
Official Journal of the Air Line Pilots
Association, International
Follow us on Twitter
@wearealpa
ALSO IN THIS ISSUE:
» Landing Your
Dream Job page 20
» Known Crewmember
page 29
» Sleep Apnea
Update page 28
Safeguarding
Our Skies
page 5
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MARCH2015CONTENTS
VOLUME 84, NUMBER 2
COMMENTARY
March 2015
Air
Line
PilOt
4 TAKING OFF
Committed to the Cause
Official Journal of the Air Line Pilots
Association, International
ALSO IN THIS ISSUE:
» Landing Your
Dream Job page 20
» Known Crewmember
page 29
» Sleep Apnea
Update page 28
Safeguarding
Our Skies
page 5
5 OUR UNION
Five Minutes Earlier
6 WEIGHING IN
Elected to Serve You
20
20 LANDING YOUR
DREAM JOB
DEPARTMENTS
22 BECOMING LEADERS
OF LEADERS
30 ALPA TOOLBOX
28 FAA ANNOUNCES
CHANGES TO SLEEP
APNEA POLICY
7 PREFLIGHT
36 RECENTLY RETIRED
See Who’s on the List
Pilot Travel Expenses and Per
Diem Update for 2104
37 THE LANDING
34 HEALTH WATCH
38 WE ARE ALPA
Pilots, GERD, and Ulcers—and
FAA Requirements for Flying
the Line
29 ALPA HELPS TO
IMPROVE THE KNOWN
CREWMEMBER
PROGRAM
PRINTED IN THE U.S.A.
FEATURES
Follow us on Twitter
@wearealpa
ON THE COVER
A United B-747-400
on the ramp in Sydney,
Australia, after an
afternoon thunderstorm. Photo by Capt.
Peter Weber (United).
Download a QR reader to your
smartphone, scan the code, and
read the magazine.
Caption This!
ALPA Resources and
Contact Numbers
7
22
Air Line Pilot (ISSN 0002-242X) is published
monthly except for combined January/February and June/July issues by the Air Line
Pilots Association, International, affiliated
with AFL-CIO, CLC. Editorial Offices: 535
Herndon Parkway, PO Box 1169, Herndon,
VA 20172-1169. Telephone: 703-481-4460.
Fax: 703-464-2114. Copyright © 2015—Air
Line Pilots Association, International, all
rights reserved. Publication in any form
without permission is prohibited. Air Line Pilot and the ALPA logo Reg. U.S. Pat. and T.M.
Office. Federal I.D. 36-0710830. Periodicals
postage paid at Herndon, VA 20172, and
additional offices.
Postmaster: Send address changes to
Air Line Pilot, PO Box 1169, Herndon, VA
20172-1169.
34
30
Canadian Publications Mail Agreement
#40620579: Return undeliverable magazines sent to Canadian addresses to 2835
Kew Drive, Windsor, ON, Canada N8T 3B7.
March 2015 Air Line Pilot »3
Beyond the Page
Look for these icons throughout the magazine to get access to even more information, including
additional content, videos, and audio clips—or to get feedback on a question.
Web Address
Video Link
Audio Link
E-mail Address
TakingOff
Committed to the Cause
Lori Garver, General Manager
Lori.Garver@alpa.org
A
[W]e have our marching orders from you,
our members, on these
priorities, and all of
the strategic initiatives
outlined in the union’s
Board of Directors
Strategic Plan approved in October.
4 » Air Line Pilot March 2015
s our recent Leadership Training Conference demonstrated, the elected and
volunteer pilot leaders of ALPA, as well as
your ALPA staff, are motivated and committed to
furthering the goals and priorities of your union.
With approximately 100 pilots attending the
conference at ALPA’s Herndon, Va., Conference
Center, the priorities of your union—collective
bargaining, contract administration, communications, government affairs, strategic planning,
safety, and security—were on full display as we
provided training to the newly elected representatives to bring them up to speed on all things ALPA.
In this issue, you’ll read about two of these very
important priorities ALPA discussed at the conference, which we have tackled right out of the 2015
gate—helping to define a career path for pilots
who want it and staying true to our safety roots.
First, you’ll read a column co-authored by
Capt. Paul Ryder (ExpressJet), ALPA’s Fee-for-Departure Committee chairman, and F/O Spencer
Rowe (Envoy Air), ALPA’s Furloughed Pilots Support Program coordinator, that will demonstrate
just how committed the elected pilot leaders
and staff are to this issue. The aggressive and
thoughtful plan that is outlined to help every
pilot land the job of his or her dreams (see page
20) is sure to be a success, and we are committed
to the cause. Staff members from every department of ALPA are joining the effort to make this
program a success—we know you’re counting
on it. Expect it to launch soon.
Also in this issue (see page 5), you’ll read about
our ongoing efforts in the safety realm. After all,
since 1931, ALPA’s motto has been Schedule with
Safety. And this mantra is all-encompassing—
pilots, airplanes, flight time/duty time, and
yes, more recently, unmanned aircraft systems
(UAS). ALPA has long advocated for safely
integrating UAS in civil airspace, but our efforts
have doubled as these aircraft (or drones, as the
news media have dubbed them for household
name recognition) have been the topic of many
headlines. I have my own personal story to share
about a failed attempt at controlling a UAS. And
not being an airline pilot, it certainly demonstrated to me that the danger they present to
airline pilots is real and must be addressed. As
ALPA President Tim Canoll has said: “They are a
threat, and ALPA will take the lead on addressing
safety above all else.”
Yes, we have our marching orders from you,
our members, on these priorities, and all of the
strategic initiatives outlined in the union’s Board
of Directors Strategic Plan approved in October.
We will be successful with each challenge. With
thoughtful planning and decisive action, ALPA
staff is here to support our members every step
of the way.
OurUnion
Five Minutes Earlier
“N
ever let your airplane take you to a
place your brain didn’t get to five minutes earlier,” goes the adage among airline pilots. Though details of time and distance may
vary depending on what a pilot is flying, this sentiment holds true not only for airplanes, but—as we
learned when an unmanned aircraft was found on
the White House lawn—it now also applies equally
to unmanned aircraft system (UAS) operators.
ALPA recognizes the keen interest in UAS for
recreation, their value in some commercial applications, and the importance of U.S. leadership in developing new technologies. As I wrote recently in an
opinion piece published in USA Today, ALPA is not
against UAS aircraft; we are for their safe integration
into the U.S. national airspace system.
Regardless of whether used for hobby or business, ALPA’s core position is that if these aircraft
could end up in our airspace, either deliberately or
inadvertently, they need to meet the same safety
and security standards as other airspace users do. If
the UAS is not intended to be operated in the same
airspace as airliners, then those restrictions must be
permanently programmed into the UAS aircraft.
The FAA is in the process of developing regulations for operating small UAS aircraft weighing less
than 55 pounds. Our union’s representatives and
staff have been deeply involved in the FAA’s activities for some time.
On February 15, the FAA released a set of proposed
regulations that would apply to small UAS. We are
pleased that the FAA has issued the proposed rules,
which is an important step, but serious questions
remain unanswered. Among our greatest concerns
about UAS is a “lost link” scenario in which the
aircraft is no longer receiving the signals that the
operator transmits, which could result in the aircraft
flying where it shouldn’t or a worse scenario.
Another issue is making certain that airline pilots
can see any UAS operating in the airspace on their
cockpit displays. UAS must be visible on air traffic
controllers’ displays, too. And the UAS itself, if it has
the capability to find itself in our airspace, must be
equipped with active collision-avoidance technology.
Longer term, integrating large UAS aircraft into
the national airspace is an even bigger concern for
our Association. For that reason, ALPA maintains
that large UAS aircraft must meet the same design,
equipage, and certification standards as airliners.
The pilots who fly them must also satisfy the same
training and qualification standards as airline pilots.
FAA’s new set of proposed regulations for UAS are
a step in the right direction, but more comprehensive safety and technology standards must be established before airline pilots find them in or around
our airspace. ALPA’s representatives and staff will
continue to work with the FAA and other industry
stakeholders to put safety first as UAS are integrated
into the U.S. national airspace system.
And speaking of airline pilots’ commitment to
thinking minutes and miles ahead of their current
location, ALPA is working harder than ever to bring
this long-sighted view to pilots’ careers. As Capt. Paul
Ryder (ExpressJet), chairman of ALPA’s Fee-for-Departure Committee, and Capt. Spencer Rowe (Envoy
Air), national coordinator of ALPA’s Furloughed
Pilots Support Program, write in “Landing Your
Dream Job” (see page 20), our Board of Directors has
put a strong priority on building strategies for ALPA
pilots’ career development and progression.
Our union recognizes that many members are
focused on establishing long-term careers at their
current airline, while others are seeking opportunities for advancement beyond the airlines for which
they work today. ALPA is doing more to give our
members who fly for regional airlines access to
hiring departments at mainline airlines while at the
same time helping them pursue opportunities at
their current employer.
In every way possible, ALPA is helping our members make the most of their careers, including our
continuous efforts in the global arena. You’ve likely
heard the news reports about how we are seeking to
defend and restore fairness to our Open Skies agreements. Specifically, we are now reviewing information that confirms significant subsidies to three
Middle East airlines that undermine the principles
of Open Skies and give these carriers an unfair and
unlawful advantage in the global marketplace.
Stay tuned for more on this subject in next
month’s issue and in future ALPA communications
that demonstrate whether it’s five minutes, five hundred miles, or five decades, ALPA pilots are always
thinking ahead.
Capt. Tim Canoll, ALPA President
WeighingIn
Elected to Serve You
By Capt. Bill Couette, ALPA Vice President–
Administration/Secretary
O
[I]t’s especially important to communicate
your expectations to
your reps. And, likewise,
reps must communicate their expectations
to their members. This
is a proven formula for
success.
n March 1, 99 new union representatives
of the Air Line Pilots Association, International will take office. What does this mean
to you? There’s a better than 50 percent chance that
your elected rep is either new or has found his or
her way back to the Association’s representation
structure. These reps were elected to do a massive
job—one that follows on the work of those who
were in office before them and one that paves the
way for future pilot volunteers.
My personal thanks and admiration go to these
volunteers for stepping up and doing a job that
comes with many challenges, and a fair share of
rewards. They made the conscious decision to
make the sacrifice needed to do this job—a job that
many times requires working on days off and on
weekends, something that all volunteers know
from firsthand experience.
These reps now represent your voice in this
union. They carry forth your innovative ideas;
your need for financial responsibility; your desire
for career progression, positive contract gains, and
quality of life; and above all sustaining your career
as an airline pilot and ensuring that your concerns
are included in the long list of ALPA priorities.
In February, we held the Association’s annual
Leadership Training Conference. All newly elected
leaders were invited to attend, and almost 100
ALPA pilot representatives from Air Transat, Air
Wisconsin, Alaska, Atlantic Southeast, Canadian
North, CanJet, Compass, Delta, Endeavor Air,
Envoy Air, ExpressJet, FedEx Express, First Air,
Hawaiian, Jazz Aviation, JetBlue, Kelowna Flightcraft, Mesa, Piedmont, PSA, Spirit, Trans States,
and United were able to attend and learn the basic
information needed to hit the ground running as
your elected reps (see page 22). There’s a learning
curve for everyone involved.
To help make this transition as smooth as possible, it’s especially important to communicate your
expectations to your reps. And, likewise, reps must
communicate their expectations to their members.
This is a proven formula for success. Whether it’s
building consensus on pilot contract priorities or
drafting a resolution for approval by ALPA’s Board
of Directors, when there’s plenty of feedback from
the group, the best interests of all pilots will be at
the forefront.
The Leadership Training Conference provides
new reps the opportunity to interact with former
and current reps, who share their experiences and
stories, along with valuable advice. And, of course,
ALPA staff is available to help equip the newly
elected pilot reps with the proper training and tools
necessary to perform their jobs effectively and
efficiently.
I would be remiss not to mention a critical component of our elected reps’ ability to serve their fellow line pilots: the willing support of their families.
As such, this year we reinstated the spouse/significant other program. Every pilot volunteer recognizes that without the support of family members
and significant others, many of us would not be
able to devote evenings, days off, and weekends to
best assist you when you need it most.
All of your elected reps (local council, master
executive council, and national officers) are in
place to help you understand how this union
works and how it’s working every day for you. We
study the union’s Constitution and By-laws and its
policies, we learn as much as we can about each
individual pilot group so that we can represent
you to the best of our abilities, and we keep our
finger on the pulse of the airline industry so that
we can best position airline pilots in every aspect
of our careers.
Last October during ALPA’s Board of Directors
meeting, I, along with ALPA’s other national officers,
took the following oath of office before assuming
my duties: I hereby pledge on my honor to accept
the responsibilities of this office and perform the
attendant duties to the best of my ability; to uphold
faithfully the Constitution and By-Laws of the Air
Line Pilots Association; to comply with and advance
the policies of the Association; to bear true allegiance
to and uphold the principles of the Air Line Pilots Association and conduct myself and this office in such
a manner so as to bring credit to the Association, its
members and the airline piloting profession.
I am an ALPA pilot. I am a Simmons pilot. I am
an American Eagle pilot. I am an Envoy Air pilot.
I represent 51,000 members of the Air Line Pilots
Association, International at 30 different Canadian
and U.S. pilot groups. It’s my honor to serve you
again for the next four years.
Airline Industry News
> DOMESTIC NEWS
On February 15, the
FAA announced a notice
of proposed rulemaking
regarding commercial
operation of small unmanned aircraft systems
(UAS) weighing less than
55 pounds in the U.S.
national airspace system.
The proposed rule would
limit flights to daylight
and visual-line-of-sight
operations and addresses
altitude restrictions, operator certification, optional
use of a visual observer,
aircraft registration and
marking, and operational
limits.
Photo: iStockphoto.com
TheSidebar
You’ll read in this
issue of Air Line
Pilot about this
year’s successful
Leadership Training
Conference (see
page 22). It was
one of the biggest and
most successful yet—
approximately 100 new ALPA
reps learned about their new
roles and responsibilities and
the reality of how consuming
their new positions will be.
It’s an incredibly hard
job being an ALPA elected
representative, as Capt.
Couette mentions in his
column (see page 6), and it’s
The FAA is requesting
$15.83 billion for its fiscal
2016 budget. The agency
noted that its request “allows for maintenance of the
existing infrastructure as well
as forward movement on
NextGen, unmanned aircraft
systems (UAS), and commercial space transportation.”
Proposed NextGen funding
totals $956 million, a 12
percent increase—about $99
million—over fiscal 2015’s
enacted level.
The Wall Street Jour-
closed on January 24 after
bomb threats were posted
online against two flights
due to land at the airport.
Military jets escorted the
flights to the airport, where
the airplanes were searched
and passengers interviewed.
No explosives were found.
The FAA announced
that it’s urging airlines to
require passengers to carry
their e-cigarettes, which
contain lithium batteries,
with them in the cabin
instead of packing them
in checked luggage. The
devices are a fire risk, says
the agency, pointing to
incidents involving checked
nal reported that part of
Georgia’s HartsfieldJackson Atlanta
International
Airport was
only accomplished by those
who are willing to make the
commitment—the
pilot representative
and his or her
family. As ALPA
staff, we are thrilled
when we have
the opportunity
to have face-toface discussions with ALPA
members, especially the
newly elected leaders who,
understandably, might be
overwhelmed with what
to do next. That is what
the Leadership Training
Conference is all about.
Meanwhile, the new reps
also provide a wealth of
feedback for ALPA leaders
and staff. We take their
constructive comments to
improve the products we
create and provide tailored
services that meet the needs
of all our members. We
realize that there are growth
opportunities for all of us.
Over the years, Air Line
Pilot, the union’s flagship
publication, has undergone
many facelifts and editorial
variances; however, the
mission of the magazine
has always been the same:
to connect with and inform
ALPA members and their
families who read the
magazine.
We’ve had a lot of fun with
our column “The Landing”
since its inception four
years ago. From educational
bags at Boston Logan International and Los Angeles
International Airports. ALPA
has responded, saying the
FAA “didn’t go far enough,”
asserting that “all lithium
batteries should be banned
from airline cargo holds.”
In a USA Today column
on February 5, Nicholas
Calio, president and CEO
of Airlines for America,
acknowledged that lower
fuel costs have allowed airlines to invest more in the
customer experience. “This
has enabled airlines to
invest more than $1 billion
a month in things customers value, including Wi-Fi,
better airport facilities, new
routes, additional flights,
and more than 300
new planes
last year.”
and entertaining
infographics to running your
favorite airport restaurants,
we always get a healthy
response from ALPA
members. We recently asked
for photos showing children
exploring their interests in
flying. The response was
overwhelming—so much
so that we’ll have another
installment coming soon.
This month we’re introducing
“Caption This!”—not a new
concept overall, but new
to us. Take a look (see page
37) and send us your most
creative (and audienceappropriate) responses.
Namaste,
Sharon B. Vereb
Editor in Chief
» Airline Industry News
sociation, an industry trade
organization representing 29
North American regional
airlines and nearly 200
associate members, announced on February 9 that
Roger Cohen resigned as
president. The RAA Board of
Directors will form a search
committee to select a new
president. The board appointed Faye Malarkey Black
to serve as the RAA’s interim
president.
The Dallas Morning News
reported that American
Airlines pilots have approved
a new five-year collective
bargaining agreement that
gives them 23 percent pay
raises this year and 3 percent
pay raises on January 1 for
the next five years. Of those
eligible, 94 percent cast votes,
with almost 66 percent in favor of the agreement. “Our total compensation will still trail
industry-leader Delta, while
work rules affecting our pilots’
quality of life need meaningful improvement. There’s a lot
of work remaining to achieve
the industry-leading contract
our pilots deserve,” said Allied
Pilots Association President
Keith Wilson.
Per CBS New York, future
service dogs and their handlers got a training session at
LaGuardia Airport in mid-January. Volunteers and 10 puppies—between 8 months and
a year old—that will one day
help people with disabilities
had the chance to go through
airport security and board
an airplane with the help
of Transportation Security
Administration workers. After
months
of training,
the dogs will help their human partners travel through
airports and board their
flights.
> INTERNATIONAL
NEWS
BBC News magazine
reported that London’s
Heathrow Airport will be
the first airport in the world
to test a new system that
spaces arrivals by time
rather than distance. The
new time-based separation
system is designed to reduce
delays caused by wind, “the
biggest single cause of landing delays” at Heathrow. The
system has been tested on
150,000 flights.
According to Reuters, on
February 2 Etihad Airways
reported a 23 percent increase in passengers in 2014,
while its cargo business grew
17 percent year over year.
The airline’s business model
“continued to yield positive
results in 2014 and surpassed
our double-digit targets for
passenger and cargo growth,”
said James Hogan, Etihad’s
president and CEO. The airline
launched service to 10 new
destinations in 2014 and
increased frequencies on 23
existing routes.
The Taiwanese govern-
ment announced that it has
ordered all of its airlines to
review their safety protocols
after nearly half of the pilots
trained to fly TransAsia’s ATRs
were suspended following
the crash of one of the airline’s ATR 72s on February 4.
The International Civil
Aviation Organization (ICAO)
concluded its second High
Level Safety Conference on
February 5, with more than
850 participants from its
member states and industry
showing strong and united
support for the organization’s
near- and long-term strategic planning and priorities
for global aviation safety.
ICAO officials reported that
participants discussed flight
tracking and conflict zone
risk mitigation, safe integration of remotely piloted
\\ Take Action to Defend the Cockpit
Bipartisan support for H.R. 911, the Saracini Aviation Safety
Act, is growing, and ALPA needs your help to keep up the
momentum. H.R. 911—appropriately numbered in remembrance of the heroes of 9/11 and named in honor of Capt.
Victor J. Saracini, who was killed when United Flight 175
was hijacked on 9/11—was introduced on February 12 by
Reps. Mike Fitzpatrick (R-Pa.) and Steve Israel (D-N.Y.). The
bill calls for installing secondary cockpit barriers on certain
passenger airliners.
ALPA urges you to join in and tell your federal legislators
to cosponsor H.R. 911. Participate in ALPA’s Call to Action
today by going to alpa.org/issues.
aircraft systems into civil
airspace, continued adoption
of proactive safety management approaches, sharing and
protecting safety information,
and other topics.
The International Business
Times reported that France’s
new all-business-class airline
La Compagnie announced on
February 3 that it’s doubling
its current one-airplane fleet
and launching a London-toNewark route starting in
April. The airline will operate
the service four times a week
between Newark Liberty
International Airport and
London Luton Airport,
eventually expanding to six
weekly flights in June.
Front Lines
\\ ALPA Tells Ex-Im Bank
To Reject Norwegian’s
Financing Request
On February 9, ALPA called
for the U.S. Export-Import (ExIm) Bank to deny Norwegian
Air Shuttle’s application for
aircraft financing, stating in a
filing joined by Delta Air Lines
and Hawaiian Airlines that the
bank has not performed an
assessment required by Congress to determine the effect
its lending could have on U.S.
airlines and their workers.
“The U.S. Export-Import
Bank’s below-market financing saves foreign airlines
millions of dollars in financing costs when purchasing
widebody airliners,” said
Capt. Tim Canoll, ALPA’s president. “These foreign airlines
then use these U.S. taxpayersubsidized state-of-the-art
Photo: commons.wikimedia.org, Crjs452
� The Regional Airline As-
» Front Lines
aircraft to compete with U.S.
airlines in the international
marketplace.”
Congress requires the
bank to evaluate the financing requests it receives to
identify potential harm to U.S.
airlines and their workers.
“It appears that the bank has
not performed the congressionally mandated analysis,”
Canoll said. “Without it, we
can’t determine the extent
of the adverse effect grant-
ing Norwegian’s financing
request would have on U.S.
industry and workers. As a
result, the bank must reject
this financing request.”
In the past, the U.S. ExportImport Bank has supported
more than one billion dollars
in financing for Norwegian’s
short-haul and long-haul
aircraft. All of Norwegian’s
B-787s have received U.S.
government financing support. In addition to the direct
Get in the Fight to DenyNAI and
Reform the U.S. Export-Import Bank
\\ DenyNAI
A decision could
be reached
any day on
Norwegian Air
International’s
application for
a foreign air carrier
permit, so it is important
that the Department of
Transportation and the
White House continue
to hear objections from
Capitol Hill. Even if
you have acted in the
past by sending ALPA’s
Call to Action letters to
DenyNAI, please weigh in
again. Go to alpa.org/issues to make your voice
heard.
ers that targeted,
pragmatic
reforms must
be included
in any legislation. Simply put,
the bank must stop
financing widebody aircraft for foreign airlines
that are state-owned or
state-sponsored or that
are creditworthy. Take
action now to level the
playing field for U.S.
airlines and to protect
your jobs. Failure to act
means the bank will
enable foreign competitors to drive U.S. carriers
out of routes, costing
pilots’ jobs and future
opportunities.
Let your
members of
Congress know
that you support reforms to
the Ex-Im Bank by
going to alpa.org/issues
to participate in the Call
to Action.
Y
N
DE
#
\\ Reform the
Ex-Im Bank
The U.S. ExportImport (Ex-Im)
Bank authorization expires on
June 30, which gives
ALPA very little time to
impress upon lawmak-
I
NA
financing cost savings, Ex-Im
Bank support allows foreign
airlines like Norwegian to
purchase new aircraft that are
more fuel efficient and attractive to customers, compounding the economic advantage
they receive from the U.S.
government financing.
In the case of Norwegian,
the airline is seeking additional Ex-Im Bank financing
while at the same time pursuing efforts to serve the United
States via an Irish subsidiary
called Norwegian Air International (NAI), which is based on
a business model that seeks
to avoid tax and employment
laws and circumvent international agreements to gain
an unfair competitive edge
against U.S. airlines and their
workers in the global marketplace. NAI has applied to the
Department of Transportation
(DOT) for a foreign air carrier
permit that would allow it to
serve U.S. markets, triggering
broad bipartisan concern and
opposition from Congress.
In September 2014, the DOT
dismissed NAI’s request for a
temporary foreign air carrier
operating authorization, which
would have allowed it to operate to U.S. markets while its
permit application is pending.
“The Ex-Im Bank must
conduct the economic review
Congress requires and ensure
that U.S. industry and jobs
aren’t compromised by its response to financing requests
such as this application from
Norwegian Air,” continued
Canoll.
ALPA supports the mission
of the Ex-Im Bank. However,
the union is calling for targeted reforms to address the
competitive imbalance that
its lending practices create,
particularly in the area of the
U.S. government’s provision
of widebody aircraft financing
for foreign airlines that receive state support or pursue
business models that conflict
with U.S. law and international policy.
\\ ALPA Responds
To NTSB Safety
Recommendations
“ALPA is deeply concerned
that the recommendations
NTSB released today related
to cockpit image recorders
are a premature overreaction
that do not fully evaluate
consequences of the recommended actions. Cockpit
image recorders will not
improve safety and could, in
fact, impede it by diverting
limited resources that could
be used for more valuable
safety enhancements,” said
Capt. Tim Canoll, ALPA’s president, on January 22.
“ALPA has long recommended that resources
should be focused on enhancing current systems to record
more data of a higher quality
as opposed to video images,
which are subject to misinterpretation and may in fact
lead investigators away from
accurate conclusions.
“We remain equally
concerned as to how such
proposed video recordings
may be misused. The aviation
industry must fully address
how to protect recorded
information.
“ALPA will continue to work
with industry and government to develop systems that
make air travel—already the
safest mode of transportation—even more safe.” March 2015 Air Line Pilot »9
» Front Lines
\\ ALPA Addresses Pilot
Issues with House
Budget Committee
On January 28, Capt. Tim
Canoll, ALPA’s president, sent
a letter on behalf of ALPA
pilots to Rep. Tom
Price (R-Ga.), the
new chairman of the
U.S. House Budget
Committee, to
highlight two budget issues
that are important to airline
pilots—employer-provided
health care and contribution
limits to retirement plans.
Canoll urged the committee to reject using employerprovided health care as a way
to lower marginal tax income
rates and to consider the
positive effect these plans
have for individuals and
the health-care system as a
whole.
Canoll also relayed the
message that the bankruptcy process has had drastic
negative effects on too many
airline pilots’ retirement
plans, and decreasing the taxfavored contribution limits to
retirement plans would only
exacerbate the harm.
To read Canoll’s letter, scan
the QR code.
\\ FAA Issues New Part
117 Interpretations
The FAA recently released
new Part 117 (flight and duty
limitations) interpretations.
The January 29 Fowler
interpretation clarifies that
a pilot who reports for a
deadhead-only assignment
may be legally reassigned
to flight duty without being
put back into rest. The pilot
must have received the 10
Save the Date for ALPA’s Government
Affairs Legislative Summit
ALPA’s Government Affairs Legislative Summit will take place
June 1–3 at the Hyatt Regency Capitol Hill in Washington,
D.C. The event offers pilot reps and pilot advocates an opportunity, no matter their experience level, to enhance their
advocacy and PAC leadership skills through hands-on training. This is a great way to develop a robust advocacy program
at your council.
The summit will feature legislative briefings, workshops,
guest speakers, and a Capitol Hill reception with members
of Congress and their staff. The event ends with a lobby day
on Capitol Hill where participants will use their training in
meetings with senators and representatives on relevant pilotpartisan legislative issues.
10» Air Line Pilot March 2015
hours’ preflight rest required
by 117.25(e). In that case,
the pilot’s flight duty period
will start at the time he or she
reported for the deadhead,
not at the time the pilot was
notified of the change to
flight duty or at the time the
flight segment actually starts.
The January 20 WykoffALPA interpretation clarifies
that an airline may not “preapprove” a flight duty period
(FDP) extension. The FAA
explained that the joint concurrence required to extend
an FDP must take place when
the need for an extension is
known. The interpretation also
discusses how time spent
after block in, but before
release from all obligation
for further flying duty,
is treated under Part
117. The FAA
found that
time spent
by a pilot
waiting at an
airport for a
second flight
segment that
is eventually canceled counts
toward that pilot’s cumulative FDP limits under FAR
117.23(c).
Likewise, the FAA concluded that 15 minutes spent by
a reserve pilot after blocking
in—but before performing a
required check with scheduling before being released
from all responsibility for
further flying—counts toward
the cumulative FDP limits. The
FAA also concluded that time
spent by a pilot complying
with an airline’s policy to
stand by at an airport for up
to five hours after a canceled
flight for a possible further
flying assignment counts
toward the cumulative FDP
limits. The FAA also clarified
that requiring a pilot to check
a schedule after a deadhead leg does not cause the
deadhead to count as part
of a prior FDP if no further
flying is assigned after the
deadhead.
If you have any questions
about Part 117 interpretations, please e-mail ALPA’s
Legal Department at Legal@
alpa.org or call 703-6894326.
\\ Jazz Pilots
Overwhelmingly
Vote to Ratify New
Collective Agreement
Jazz Aviation pilots ratified in
late January a new collective agreement by a wide
margin, allowing for career
progression while
protecting pilot
quality of life.
Nearly 96 percent
of eligible pilots
participated,
with 95 percent
voting to ratify
the agreement that will have
positive effects for the pilots.
Included in the tentative
agreement was a provision
to allow Jazz pilots to move
to Air Canada through a
pilot-mobility agreement.
The agreement is part of a
renewed capacity-purchase
agreement with Air Canada,
Jazz Aviation’s mainline partner, through 2025. As well
as providing cost savings,
this allows Jazz Aviation to
refleet, further enhancing the
pilots’ job security.
“In only two weeks from
introduction to ratification,
we asked this pilot group
A WINGMAN HAS
YOU COVERED,
from takeoff to landing.
Photo:
ALPAPAC.org/Wingman
Disclaimer: The descriptions of the Air Line Pilots Association PAC are not a solicitation to contribute to the PAC. Only ALPA members,
ALPA executives, senior administrative and professional staff personnel, and their immediate family members living in the same household
are eligible to contribute to ALPA-PAC. ALPA-PAC maintains and enforces a policy of refusing to accept contributions from any other source.
ALPA members may learn more about ALPA-PAC and about contributing to ALPA-PAC by entering the members-only portion
of alpa.org.
» Front Lines
to make hard choices—not
only about this company, but
also about their own career,”
said Capt. Claude Buraglia,
the pilots’ Master Executive
Council chairman. “Our pilots
came out in large numbers to
roadshows, asked questions,
and decided that our future
was best ensured by a deal
that provided career options,
while protecting those pilots
who wish to stay with Jazz.”
A requirement of the new
capacity-purchase agreement with Air Canada was
that a minimum number of
Jazz pilots would place their
names on a pilot-mobility list.
As part of the tentative agreement ratification information
process, Jazz pilots were
asked to evaluate the pilotmobility agreement between
Jazz Aviation and Air Canada
and place their names on the
list. Air Canada has agreed
that a minimum 80 percent of
its new hires will come from
the pilot-mobility list until it
is exhausted. For those who
choose to stay at Jazz, the
collective agreement protects
their pensions and pay rates
while aligning new-hire pay
rates more closely with industry standards.
“We surveyed our pilots extensively and met with them
to find out what was most
important in a new agreement. It was clear that they
wanted job security and pay
protections,” continued Buraglia. “Our negotiators went
to the table and brought back
an agreement that met the
needs of this pilot group—
both now and for the length
of our extended capacitypurchase agreement. I am
appreciative of every pilot
who participated
in this process,
and I look forward
to working with
our stakeholders
in the continuing
development of
our company and
our members’
careers.”
pilots are projected to have
upgraded and interviewed
with Delta.
\\ Delta Pilots Sign Joint
Protocol Letter with
AeroMexico Pilots
LOA Approved
The Endeavor Master Executive Council voted on
January 28 to approve a letter of agreement to
modify the structure of the pilots’ recently announced pilot-retention payments.
\\ Endeavor
MEC Approves
Modifications
To Pilot Retention LOA
The Endeavor Air Master Executive Council (MEC) voted
on January 28 to approve a
letter of agreement (LOA) to
modify the structure of the
pilots’ recently announced
pilot-retention payments.
Highlights include shortened
retention periods (three
four-month retention periods
each year instead of annual or
semiannual periods) with the
first payment occurring after
the retention period ending
April 30, 2015; increased total
annual retention payments
of $20,000 for each pilot (up
from $15,000), divided into
three even installments; and
increased program duration
of four years (up from two
years).
“Providing more money,
sooner, and for a longer period of time, these improvements will make staying at
Endeavor a more attractive
and viable option for current
pilots,” said Capt. Jonathan Allen, the pilots’ MEC chairman.
“With this LOA, the majority
of Endeavor pilots are now
the highest-paid regional jet
pilots in the country.
“Additionally, these retention payments offer potential
new hires a level of total an-
nual compensation no other
regional carrier can match in
this competitive job market.
Most importantly, the fact
that the payments include all
pilots and future pilots on the
same terms is another significant step toward building a
bright future for the airline.”
The modifications provide a
second-year first officer with
total annual compensation of
approximately $55,000 and
extend the retention program
to a point at which all current
Delta pilots and AeroMexico
pilots, who are represented
by the Asociación Sindical
de Pilotos Aviadores (ASPA),
have entered into a joint
protocol.
The protocol’s basic objectives include
»» establishing an ongoing
dialogue and exchange of
information between the
two signatory unions.
»» sharing knowledge and
experience in the airline
industry, including details
of their collective bargaining agreements, national
laws, and regulations.
»» sharing other information important to protect
and enhance the pilots’
Pilots Sign Joint Protocol Agreement
Leaders from the Delta pilots’ Master Executive Council (MEC) and the
Asociación Sindical de Pilotos Aviadores (ASPA) sign their joint pilot protocol
agreement. Standing from left to right, Capt. Jim Van Sickle, the Delta pilots’
MEC executive administrator; Capt. José M. Fernandez Aguirre, presidente delegación aerolitoral; F/O Bren Fries, Delta MEC International Affairs & Alliances
chairman; Capt. Francisco E. Gómez Ortigoza, secretario de asuntos; Capt. Rick
Dominguez, ALPA executive administrator; and Capt. Juan P. Dominguez Mora,
ASPA secretario de trabajo y conflictos. Seated from left, Capt. Mike Donatelli,
the Delta pilots’ MEC chairman, and Capt. Jose A. Diaz Tenopala, presidente
delegación ASPA.
In Memoriam
“To fly west, my friend, is a flight we all must take for a final check.”—Author unknown
2012
Capt. Robert M. McCoy
United
2013
Capt. Arthur Glowka
Eastern
Capt. Patrick J. Harney
Allegheny
Capt. Robert O. Duncan
Flying Tigers/
FedEx Express
Capt. Robert. P. Brunett
US Airways
April
March
April
August
September
2014
Capt. Charles E. Griffith, Jr. Flying Tigers/
FedEx Express
March
Capt. Charles B. Harris
March
Transamerica
November
2015
Capt. Robert K.
Alexander, Jr.
Delta
January
November
Capt. Jonnie R. Avera
Eastern
January
November
Capt. Robert D. Benell
Braniff
January
Capt. James H. McKinstry United
November
Capt. M.J. Bihn
Pan American
January
Capt. N.F. Meyer
Continental
November
Capt. Scott A. Billington
Delta
January
S/O Robert E. Prichard
FedEx Express November
Capt. Joseph A. Coughlin Delta
January
Capt. Gary A. Reinhardt
Eastern
Capt. Alex H. Duron
FedEx Express
January
Capt. James L. Richards
National/
Pan Am World
Airways/DeltaNovember
Capt. Richard A. Eklund
Delta
January
Capt. Elijah P. Fields III
Delta
January
Capt. R.V. Studer
Delta
Capt. Roger P. Granere
United
January
Capt. Keith M. Hollingsworth
Northwest
January
Capt. Stephen T. Hopkins Northwest
January
Capt. Chuck H. Kiklis
Delta
January
Capt. Charles Laraux
Delta
January
Capt. A.H. Neff, Jr.
Pan American
January
Capt. James G. Ochs
Delta
January
Capt. Donald L. Peterson
Wien
January
Delta
January
Capt. Lester E. Jolley
American
Eagle/
Envoy Air
Capt. R.B. Lewis
Eastern
F/O Michael C. Lydon
Delta
November
November
Capt. Mark J. Wollman
Atlantic June
Capt. Frank W. Umhoefer FedEx Express November
Southeast
F/O Jon R. Alexander
FedEx Express December
Capt. Alan N. Hughgill
Aloha
September
F/O Ronald W. Johnson
TWA
Capt. Stephen L. Johnson Comair
Capt. George F.
MacCormack
Capt. M.J. Schrader
September
Capt. James C. Brady
September
Capt. Ronald F. Danek
Northwest
Capt. Charles A. Davis, Jr. Delta
US Airways
United
September
September
December
December
Capt. Ray M. Desjardins
Jazz Aviation December
Capt. P. Daniel Duda
Eastern
December
Capt. Frank R. Therian
Flying Tigers/ September
FedEx Express
Capt. Dennis C. Hancock
Capt. James J. Healy
Capt. John C. Wooden, Jr. People September
Express/TWA
F/O Jonathan P. Hill
Delta
December
Capt. Melvin R. Robinson, Jr.
JetBlue
December
Capt. Robert D. Skagen
Northwest
January
Capt. Curtis A. Guild
United
October
F/O Chad A. Jacobs
Spirit
December
Capt. Mel S. Smith
Flying Tigers
January
Capt. Ray M. Leonard, Jr.
US Airways
October
S/O D.L. McAninch
Northwest
December
Capt. Bob. F. Sullivan
FedEx Express
January
Capt. J.B. Pittman
Braniff
October
Pan American
January
October
American December
Eagle/Envoy Air
Capt. F.A. Twomey
Capt. George L. Stevenson United
Capt. Timothy J. McCord
F/O Gregory W. Wendholt
United
October
Capt. Bud M. Moyer
Continental
December
Capt. Norman P. Nielsen
Eastern
December
Capt. A.T. Armstrong
Pan American November
Capt. Michael L. Povinelli Delta
December
Capt. Ronald B. Baran
Delta
Capt. James L. Russell
Delta
December
Capt. James R. Camp
Flying Tigers/ November
FedEx Express
Capt. L.G. Sandridge
Delta
December
Capt. Alan W. Coles
United
Capt. James W. Sims
Pan American December
F/O William L. Elder
Pan American November
Capt. Arthur J. Steadman
Northwest
December
F/O David L. Faatz
TWA
Capt. Robert L. Tully
Eastern
December
professional interests.
»» avoiding any action that
could reduce the leverage
available to the AeroMexico or Delta pilots.
»» preparing for the further development of the
commercial relationship
between AeroMexico and
Delta to include a joint
venture.
The Delta pilots’ Master
Executive Council and the
AeroMexico ASPA believe
that cooperation and unity
are essential to protect their
mutual professional interests
in relation to the AeroMexico/
Delta relationship. To further
their shared goals, the unions
committed to exchanging
November
November
November
information, developing a
common strategy and additional protocols, and using
all appropriate lawful actions
to protect their members’
contractual rights and professional interests.
\\ Alaska MEC Convenes
Annual Summit
In late January, more than 40
ALPA pilot volunteers from
Alaska Airlines participated in
the Alaska Master Executive
Council’s (MEC) annual Chairman’s Summit. Those volunteers, including elected local
council representatives and
chairmen from more than 20
committees, shared information with one another about
their committees’ ongoing
Compiled from information provided by ALPA’s
Membership Administration Department
work as they seek to improve
Alaska pilots’ careers and
protect the airline piloting
profession.
During the summit, the MEC
recognized two volunteers
whose combined ALPA volunteerism spans more than four
decades. Capt. Larry Murray—
the current Professional Standards Committee chairman
and a past LAX Council 63
representative—and Capt. Sid
Graham—the current Retirement and Insurance Committee chairman and a past MEC
officer—were awarded the
Alaska MEC Service Legend
Award. The award, established in 1997, recognizes
volunteers whose sustained
service has made significant
contributions to the lives of
Alaska’s pilots and who have
demonstrated, to the highest
degree possible, the ALPA
Code of Ethics during their
service as volunteers.
\\ Mesa SPSC Ramps Up
With ALPA Training
Charged by their Master Executive Council (MEC) to build
a strong Strategic Planning
Committee (SPC) to support
contract negotiations, Mesa
pilot volunteers attended a
two-day training session at
ALPA’s Herndon, Va., offices in mid-January. The
SPC, composed of Mesa MEC
committee chairs for Strategic Preparedness and Strike
(SPSC), Pilot-to-Pilot, Family
» Front Lines
Awareness, and Communications, along with the SPSC
vice chairman, received a
thorough introduction to their
union and all the resources
that support SPC programs.
Spearheaded by ALPA’s National SPSC Committee, Strategic Member Development
& Resources Department staff
organized the training, which
Capt. Brian Florence (United),
ALPA’s SPSC chairman, and
F/O Wes Reed (FedEx Express),
an SPSC member, jointly led.
The pilot volunteers received
briefings and interacted with
staff from the Communications, Economic & Financial
Analysis, Finance, IT, Legal, and
Representation Departments.
During the training, ALPA’s
national officers, executive
administrator, Fee-for-Departure chairman, and the Delta
MEC chairman stopped in to
welcome the new volunteers
and offer additional resources,
information, and assistance.
\\ NGPA Hosts
Successful Airline
Recruiting Event
Celebrating 25 years of diversity and inclusion in aviation,
the National Gay Pilots Association (NGPA) sponsored an
airline career recruiting conference on January 25. More
than 500 people, including
representatives from 21 U.S.based airlines, participated in
the event, which was held at
the Renaissance Palm Springs
Hotel in Palm Springs, Calif.
“We firmly believe that if
we can help at least one person at a time, we’ve achieved
our objective,” said F/O David
Pettet (Hawaiian), NGPA’s
executive director. He noted
the tremendous progress
dous growth of ALPA-PAC
overseeing ALPA’s
since 2011, these individuals
Political Action
are now responsible for more
Committee—inthan $1.4 million each year.
cluding approval
A special thanks to these
of the PAC’s budvolunteers for their time and
get, strategic plan,
and finances.
willingness to serve.
In addition to
In Project Wingman news,
More than 500 attendees participate in an airline rethe seven national
congratulations to Capt. Bill
cruiting event held at the Renaissance Palm Springs
members, Capt.
Sawtelle (Delta) and F/O
Hotel in Palm Springs, Calif.
Tim Canoll, ALPA’s
Jolanda Witvliet (United) for
members of the lesbian, gay,
president, serves as the
winning the 2014 competibisexual, and transgender
committee’s chairman, and
tion. Between the two of
community have made in
Capt. Joe DePete, ALPA’s first
them, they recruited more
gaining acceptance as airline
vice president, serves as the
than 600 new ALPA-PAC
pilots in the 25 years since
treasurer. The other commitcontributors and $6,000 per
the organization began.
tee members are
month in new PAC receipts.
“As part of our outreach, we
Overall, more than 200
»» Capt. Dino Atsalis (Delta)
provide an education scholarALPA members recruited
ship program,” Pettet added,
nearly 1,600 new PAC mem»» Capt. Lawrence Beck
noting that with the $30,000
bers and almost $18,000
(United)
in student grants NGPA will
per month in new receipts
»» Capt. Matthew Chadwick
award this year, the organithroughout 2014. These
(Air Wisconsin)
zation will have provided
huge gains are supporting
$225,000 in scholarships
»» F/O Doug Mattson (United) ALPA-PAC’s efforts to genersince 1999.
ate pilot-partisan victories
»» Capt. Robert Moore (Mesa)
In addition to discussions
in Washington, D.C. With
about employment requireFAA reauthorization due
»» Capt. Doug Ralph (Delta)
ments, interview recomthis September and vital
»» Capt. James Schultheis
mendations, and other useful
issues such as Norwegian
(Alaska)
hiring hints, event attendees
Air International still being
heard a presentation from an
debated, now more than ever
PAC board members serve
American Airlines chief pilot
the PAC’s work is essential to
two-year terms coinciding
and enjoyed a barbeque that
ALPA’s success. Thanks to all
with the federal election
Embry-Riddle Aeronautical
of the pilots who participated
calendar. Due to the tremenUniversity sponsored.
NGPA has more than 2,300
REGISTER NOW FOR ALPA’S PILOT
members. To learn more
ASSISTANCE FORUM
about the organization and
the events it has planned for
Aeromedical and beyond.
ALPA will host its Pilot
later this year, visit www.
Go to paforum.alpa.org for
Assistance Forum April 1–2
ngpa.org.
more information and to
at the Washington Hilton
register.
in Washington, D.C. This
\\ ALPA Confirms New
year’s forum will offer valuable information about the
PAC Steering Commitvaried services, extensive
tee; Announces Project
assets, and wide-ranging
Wingman Winners
pilot assistance programs
In late January, ALPA’s Execuavailable to airline pilots
tive Council confirmed seven
in North America—from
national members of the
Professional Standards to
ALPA-PAC Steering Committee, which is responsible for
» News Round Up
ALPA
Negotiations
Update
in Project Wingman last year.
While the 2014 competition has ended, the 2015
competition has just begun.
Visit ALPAPAC.org/Wingman to start recruiting your
colleagues into the PAC and
tally up your 2015 Wingman
status today.
tributions from any other source.
ALPA members may learn more
about ALPA-PAC and about contributing to ALPA-PAC by entering the
members-only portion of alpa.org.
The descriptions of the Air Line
Pilots Association PAC are not a
solicitation to contribute to the PAC.
Only ALPA members, ALPA executives, senior administrative and
professional staff personnel, and
their immediate family members
living in the same household are
eligible to contribute to ALPA-PAC.
ALPA-PAC maintains and enforces
a policy of refusing to accept con-
ALPA is looking for volunteers
who are interested in promoting the union’s pilot-partisan
agenda and want to serve
as representatives to their
local congressional offices.
Volunteers should be willing
to schedule and conduct indistrict advocacy visits with
their members of Congress.
If you think you have what
Canada
ALPA PARTICIPATES IN
FOCUS GROUP TO DISCUSS
FLIGHT CREW FATIGUE
MANAGEMENT NPA
In late January, ALPA representatives participated in
a Transport Canada focus
group to discuss the notice of
proposed amendment (NPA)
regarding flight crew fatigue
management that was issued
last September. In a highly
unusual move, the NPA process was reopened with the
formation of the Flight Crew
Fatigue Management Focus
Group. The group met on
January 21–23, using the NPA
as the basis for the talks.
Although ALPA expressed
its position that the process
for updating flight- and dutytime regulations in Canada
has been completed and the
NPA should be sent to the
Department of Justice to
draft, ALPA participated in the
\\ Do You Have What It
Takes to Become a PilotPartisan Advocate?
focus group to ensure
that pilots’ perspectives were reinforced.
Capt. Dan Adamus
(Jazz Aviation), Canada
Board president; Capt. Brian
Shury (Jazz Aviation), Canada
Board vice president; Capt.
Percy Wadia (Jazz Aviation),
an ALPA Flight Time/Duty
Time Committee member;
and Al Ogilvie, an ALPA Legal
& Government Affairs staff
member, represented ALPA
on the focus group.
ALPA MEETS WITH TRANSPORT
CANADA REGARDING LASER
STRIKES
ALPA representatives met with
Transport Canada officials in
Ottawa, Ontario, on January 26
to discuss the successful laser
strike campaign in the United
States. That initiative, which is
a partnership among ALPA, the
FAA, and the FBI, is aimed at
reducing the incidence of laser
strikes into aircraft cockpits
and flight paths. Airline and
it takes, e-mail Andrew.
Rademaker@alpa.org to
sign up for upcoming district
advocate training. The training webinar lasts an hour, and
topics include the structure
of ALPA’s grassroots program,
how to set up and conduct
local congressional visits, and
a briefing on current pilotpartisan issues. A computer
with Internet access and a
phone to dial in to a toll-free
number are required.
Become a district advocate
and be a part of enacting
pro-pilot legislation that
will better your career and
the careers of future airline
pilots!
general aviation representatives also participated in the meeting,
which is intended to be
the first of many on the
subject.
ALPA shared its “lessons
learned” from the laser strike
campaign and committed
to working collaboratively
with Transport Canada and
industry stakeholders. ALPA’s
Aviation Security Group
published Laser Illumination
Threat Mitigation, which is
recommended reading for
all pilots. To read the guide,
scan the QR code.
Solution to this month’s
ALPA sudoku on page 38.
5 1 6429 3 78
472
5
83691
8 93 617425
249
3 5
7 73 581
6
7861 249
168 942753
624198
5
37
7 31 256
9
8
9
1 62
85 374
4
The following is a summary
of the status of ALPA contract
negotiations by airline as of
February 6:
Air Transat—A notice to bargain
was filed on Dec. 30, 2014.
Air Transport International—A
Section 6 notice was received on
Dec. 5, 2014. Negotiations continue
March 25–27.
Air Wisconsin—A Section 6 notice
was filed on Oct. 1, 2010. Air
Wisconsin filed for mediation on
June 17, 2013. Mediation continues
March 23.
Atlantic Southeast—A Section 6
notice was filed on May 20, 2010. A
joint Atlantic Southeast/ExpressJet
Section 6 notice was filed on March
28, 2011. The pilots rejected a tentative agreement on Jan. 14, 2014.
An application for joint mediation
was filed on Feb. 12, 2014. Mediation is under way.
Canadian North—A notice to
bargain was filed on Sept. 2, 2014.
Negotiations continue.
ExpressJet—A Section 6 notice
was filed on May 20, 2010. A joint
Atlantic Southeast/ExpressJet Section 6 notice was filed on March 28,
2011. The pilots rejected a tentative
agreement on Jan. 14, 2014. An
application for joint mediation was
filed on Feb. 12, 2014. Mediation is
under way.
FedEx Express—A Section 6 notice
was filed on Jan. 22, 2013. On
Sept. 15, 2014, the FedEx Master
Executive Council and management
reached tentative agreements on
20 of 31 sections of the collective
bargaining agreement. Remaining sections include work rules,
retirement, insurance, training,
compensation, and duration. On
Oct. 31, 2014, the company filed an
application for mediation. Mediation
continues March 24–27.
Kelowna Flightcraft—A notice to
bargain was filed on June 30, 2014.
An application for conciliation was
filed on Dec. 16, 2014. Conciliation
is under way.
Mesa—A Section 6 notice was filed
on Sept. 10, 2010. Negotiations
continue March 24–26.
Sun Country—A Section 6 notice
was sent on Feb. 23, 2010. Sun
Country filed for mediation on May
9, 2012. Mediation is under way.
» News Round Up
New ALPA
Reps
As of January 12, the
Election Ballot and
Certification Board
certified election results
for the following local
councils:
•Endeavor Air 157
F/O James Johnson,
Vice Chairman (F/O
Rep)
•Hawaiian 65 F/O
Mark Langton (Status
Block Rep #4)
•Spirit 109 Capt.
Paul Hill, SecretaryTreasurer
For a list of ALPA reps who
take office on March 1, see
page 26.
Mailbag
guessing should
be needed. “The
Landing” and
“Health Watch”
KCM
profile edition
are welcome
I’m very happy to see of Air Line Pireading. The
the uniform requirelot. I download
book review
ment eased at KCM
it to my iBooks
checkpoints! Very
and read it when I can, of Understanding Air
France 447 in “Preappreciative of the
wherever I am.
flight” is really apprebehind-the-scenes
Thanks much!
time and effort it took
F/O Kent Katnik ciated. More accident
to attain this privi(United) investigation and
analysis would really
lege; proud to be an
be useful. My friends
ALPA member.
Air Line Pilot
and acquaintances are
F/O Dave Polacheck Redesign
always asking what
(United) Great job on the
really happened, and
new format. The
Pilot Group
“hangar flying” is a
sudoku could be a
Profiles
valuable resource for
bit tougher, but no
I love the pilot group
all pilots.
Thanks for the
updated Air Line Pilot.
Capt. Robert C. Ellis
(Pan Am, Ret.)
ALPA Daily
Good stuff. Keep the
ALPA Daily coming.
F/O Greg Rockwell
(United)
Letters to the editor may
be submitted via regular
mail to Air Line Pilot,
Letters to the Editor,
535 Herndon Parkway,
P.O. Box 1169, Herndon,
VA 20172–1169, or by
e-mail to Magazine@
alpa.org.
» Have You Read?
The President’s Pilot
By Capt. Robert Gandt (Delta, Ret.)
C
Genre: Fiction
Pages: 308
Publisher: Black Star Press
Available at: amazon.com
apt. Robert Gandt served a tour as a U.S.
Navy A-4 pilot during the pre-Vietnam
years and retired from Delta in 1999
as a B-767 captain. During and since his long
airline career—mostly at Pan American World
Airways—Gandt also has pursued a successful
career as a writer and Hollywood consultant/
screenwriter.
Gandt has published seven nonfiction works,
including Skygods: The Fall of Pan Am, reviewed
in the October 2012 issue of this magazine,
and The Twilight Warriors, an account of the
battle for Okinawa in World War II. The latter
volume won the Samuel Eliot Morrison Award
for Naval Literature.
But Gandt also has written as many novels;
The President’s Pilot is his seventh.
This dude can write!
Gandt had many years of experience on
the B-747 during his earlier days as a Pan Am
international pilot. In The President’s Pilot, he
applied his fertile imagination to his intimate
knowledge of the Seven Four. The result is
a fictional tale of an ultraconservative cabal
within the U.S. armed forces trying to assassinate the politically liberal female president of
the United States while she’s aboard Air Force
One over the North Atlantic. Paul Brand, her
maverick Air Force pilot, stays one step ahead
of the cabal’s long reach as this page-turner
unfolds.
Gandt says he got the idea for the novel
while Sen. Hillary Clinton was vying to be
the Democratic candidate for U.S. president
in 2008. He started writing, put the project
down for a while, then picked it up again and
finished it in 2014.
The story begins with sex, murder, and intrigue in the first few pages and heats up from
there. Gandt’s deft plotting, excellent character
development, and fast-paced story line add up
to a great read for your next layover.
—Reviewed by Jan W. Steenblik, Technical Editor
» On the Record
“It appears that
the bank has not
performed the
congressionally
mandated analysis.
Without it, we can’t
determine the extent
of the adverse effect
granting Norwegian’s
financing request
would have on U.S.
industry and workers.
As a result, the bank
must reject this
financing request.”
“Open Skies treaties, of which the U.S.
has signed some 111 since 1992, are
premised on airlines on both sides
receiving access, but on a level playing
field and free of subsidies.”
—said United Airlines CEO Jeff Smisek, regarding subsidies Persian Gulf airlines
receive from their own countries, which has put North American airlines at a
competitive disadvantage
Photo:
“Technology is
advancing at an
unprecedented pace, and
this milestone allows
federal regulations and
the use of our national
airspace to evolve to
safely accommodate
innovation.”
—said Department of Transportation
Secretary Anthony Foxx regarding the
FAA’s February 15 notice of proposed
rulemaking concerning commercial
operation of small unmanned aircraft
systems (UAS) in the U.S. national
airspace system
These quotes are compiled
from congressional
testimony, speeches, news
clips, and other public
documents. ALPA does
not necessarily endorse
these views but rather is
informing members of recent
statements by significant
industry stakeholders.
—said Capt. Tim Canoll, ALPA’s
president, regarding Norwegian Air
Shuttle’s application for airplane
financing from the U.S. ExportImport Bank
“NAI [Norwegian Air International] is seeking to
establish a ‘flag-of-convenience’ model in transatlantic
aviation, just as has been done in merchant shipping
since the 1950s. If the [Department of Transportation]
were to approve NAI’s application, it would likely spell
disaster for American aviation workers, carriers, and
consumers.”
—wrote John A. Logan, a professor and director of labor and employment studies at San
Francisco State University, in a January 27 The Hill blog
» Sharing Our Success
SHARING OUR
SUCCESS
ALASKA AIR GROUP BONUSES HITTING
WORKERS’ PAYCHECKS
Employees at Alaska Airlines and Horizon Air received their annual bonuses
on January 26—estimated at 9 percent
of their annual salary or more than
five weeks’ pay—as the result of the
company’s 2014 performance.
The bonus check is on top of the
$1,000-per-employee bonuses paid
to employees in 2014 for meeting ontime and customer-satisfaction goals.
According to Seattle-based Alaska Air
Group Inc., “nearly $51 million in annual
bonuses—55 percent of the total—is
being paid to nearly 6,000 Alaska and
Horizon employees in the Puget Sound
area. Another $12 million is being paid
to 2,122 employees in the Portland,
Ore., area, while $9 million is going to
workers throughout the state of Alaska.”
Thanks to a banner 2014 year at
Alaska Air Group Inc., the average
worker there received more than one
month’s salary as a bonus.
Alaska Air Group said it paid $116
million in bonus pay last year. The company also reported that fourth-quarter
adjusted earnings were 94 cents per
share, higher than analysts’ expectations of 93 cents per share.
For fiscal 2014, the Seattle company
reported adjusted earnings of $4.18
per share, higher than analysts’ expectations of $4.16 per share.
In 2014, the company said it grew
its Seattle departures by 4 percent and
said Seattle departures will grow by 10
percent in 2015.
DELTA AIR LINES REPORTS FINANCIAL
RESULTS FOR DECEMBER 2014 QUARTER
» Delta’s pre-tax income for the December 2014 quarter was $1.0 billion,
excluding special items, an increase of
$474 million over the December 2013
Highlighting ALPA pilots’ commitment to flying for
successful companies, the following is “good news” from
our pilots’ airlines. To read these articles in their entirety,
go to alpa.org/success.
quarter on a similar basis. Delta’s net
income for the December 2014 quarter
was $649 million, or $0.78 per diluted
share, and its operating margin was
12.6 percent, excluding special items.
» For the full year 2014, Delta’s pre-tax
income, excluding special items, was $4.5
billion, a $1.9 billion increase over 2013.
Delta’s net income for the year was $2.8
billion with an operating margin of 13.1
percent, excluding special items.
» 2014 results include $1.1 billion
in profit-sharing expense, including
$262 million in the December quarter,
recognizing Delta employees’ contributions toward meeting the company’s
financial goals.
» The company’s strong cash generation allowed it to accelerate its
capital deployment plans by reducing
its adjusted net debt to $7.3 billion,
contributing an incremental $250
million above required funding to its
defined benefit pension plans, and
returning $1.35 billion to shareholders
through a combination of $251 million
of dividends and $1.1 billion of share
repurchases in 2014.
UNITED ANNOUNCES FULL-YEAR AND
FOURTH-QUARTER 2014 PROFIT
On January 22, United Airlines reported
full-year 2014 net income of $1.97
billion, an increase of 89 percent year
over year, or $5.06 per diluted share,
excluding $834 million of special
items. The airline reported fourth-quarter 2014 net income of $461 million,
an increase of 86 percent year over
year, or $1.20 per diluted share, excluding $433 million of special items.
United earned a 12.9 percent return on
invested capital in 2014.
» United’s consolidated passenger
revenue per available seat mile increased 1.6 percent for full-year 2014
compared to full-year 2013.
» In 2014, United returned approximately $320 million to shareholders
as part of its previously announced
$1 billion share buyback program. In
addition, throughout the year, United
spent $310 million to retire convertible debt that was convertible into
approximately 5.8 million shares of
United common stock.
» Employees earned $235 million
in profit sharing for full-year 2014,
distributed on February 13.
» United ended the year with $5.7 billion in unrestricted liquidity.
JAZZ AVIATION SELECTED ONE OF
NOVA SCOTIA’S TOP 15 EMPLOYERS FOR
FOURTH YEAR IN A ROW
Jazz Aviation LP has been recognized as
one of Nova Scotia’s top 15 employers
for 2015 by Mediacorp Canada, Inc. for
the fourth consecutive year.
“Jazz is honoured to be recognized
once again,” said Colin Copp, Jazz’s
chief administrative officer. “This
award acknowledges the professionalism and dedication of Jazz employees
who are focused on providing a safe,
enjoyable, and reliable service to our
customers. We believe in investing in
the well-being of our employees and
in ensuring they have a workplace that
supports them.”
Jazz was recognized for supporting
ongoing employee development with
formal mentoring, encouraging employees to prepare for the future with
retirement planning assistance and
contributions to a pension plan, and
providing employees with work-life
balance options.
» Market Stats
2014 Another Profitable Year for Major U.S. Airlines
YEAR-END RESULTS FOR 2014
HUB GROWTH CONTRIBUTES TO PROFITS
Financial data for calendar year 2014 is out for the major U.S.
airlines, and as expected, 2014 was the fifth profitable year in
a row. Strong revenues combined with declining fuel prices
helped airlines record nearly $15 billion in pre-tax profits,
almost double the $8.0 billion recorded in 2013. Total revenues
were up 5 percent, while total operating expenses increased
only 1 percent. Nonoperating expenses fell by 7 percent year
over year, as many airlines continued to reduce interest expense by paying down debt. Declining oil prices seen during the
second half of the year enabled the industry to save 6 percent
on the average price of a gallon of jet fuel.
Connecting passengers through hubs has been a profitable business model for airlines. This business model works because it
allows airlines to connect passengers in local markets and to pick
up many more passengers along a route, thus generating additional revenue. Typically, an airline can charge a higher fare for a
local passenger than for a connecting passenger. In this instance,
it may seem that it makes more sense for an airline to fly point-topoint routes all the time. Not only is this an expensive operating
model, but the number of passengers for individual local markets
is rarely enough to fill airplanes. Airlines rely on their hubs to
connect passengers from one location to another. Putting a hub
in a major city allows airlines to take advantage of the population
base to connect passengers around the country. According to
OAG, the cities with the most seats for the first quarter of the past
four years have changed little.
NOTE: Data are for AirTran, Alaska, American, Delta, Hawaiian, JetBlue,
Southwest, Spirit, United, and US Airways.
Industry Pre-Tax Profits
Year-Over-Year Percentage Change in Total Seats
Departing from Top U.S. Hubs
$16,000
$14,000
16.0%
$12,000
14.0%
12.0%
10.0%
$8,000
8.0%
6.0%
$6,000
4.0%
$4,000
2.0%
0.0%
$2,000
SOURCE: Company press releases and SEC documents. Data exclude
adjustments for special items, one-time events, and fuel hedge mark
to market adjustments.
PHL
CLT
DEN
BWI
MSP
EWR
DTW
MDW
SFO
BOS
IAH
ATL
LAS
MIA
LGA
DFW
JFK
PHX
-4.0%
LAX
CY14
ORD
CY13
FLL
CY12
SLC
CY11
MCO
CY10
SEA
$
-2.0%
DCA
Millions
$10,000
SOURCE: OAG. Year-over-year percentage change from 1Q 2104 to 1Q
2015. Total departure seats for U.S. airlines from hubs listed.
MARKETWATCH
AIRLINES
PARENT COMPANY
JetBlue
JetBlue Airways Corporation
STOCK SYMBOL
1/31/14
1/30/15
% CHG.
NASDAQ: JBLU
$8.76
$16.79
Hawaiian
Hawaiian Holdings, Inc.
91.7%
NASDAQ: HA
$10.16
$19.44
Alaska
Alaska Air Group, Inc.
91.3%
NYSE: ALK
$39.11
$67.87
Spirit
Spirit Airlines, Inc. 73.5%
NASDAQ: SAVE
$46.90
$74.14
58.1%
Delta, Endeavor Air
United Delta Air Lines
NYSE: DAL
$30.61
$47.31
54.6%
United Continental Holdings, Inc. NYSE: UAL
$45.84
$69.37
Envoy Air, Piedmont, PSA
American Airlines Group, Inc.
51.3%
NASDAQ: AAL
$33.55
$48.98
Jazz Aviation Chorus Aviation
46.0%
TSX: CHR.B
$3.61
$5.03
39.3%
Air Transport International
Air Transport Services Group, Inc.
FedEx Express
FedEx Corporation
Bearskin, Calm Air
Exchange Income Corporation
Atlantic Southeast, ExpressJet SkyWest, Inc.
Air Transat
Transat A.T., Inc.
NASDAQ: ATSG
$6.29
$8.33
32.4%
NYSE: FDX
$133.32
$169.11
26.8%
TSX: EIF
$22.42
$22.13
-1.3%
NASDAQ: SKYW
$13.01
$12.55
-3.5%
TSX: TRZ.B
$9.07
$7.49
-17.4%
Landing Your
By Capt. Paul Ryder (ExpressJet), Chairman, ALPA Fee-For-Departure Committee, and
Capt. Spencer Rowe (Envoy Air), National Coordinator, Furloughed Pilots Support Program
“[T]he Fee-for-Departure and
Membership Committees,
along with your national
officers and staff, have teamed
up to develop and execute a
comprehensive program to
help each pilot land the job
of his or her dreams.”
F
lying is in our blood, and we recognize that same passion in nearly
every pilot we come into contact
with. We have all worked hard to earn
our stripes and have continued to move
through the ranks through even more
hard work and training.
While some pilots want to stay where
they are, others want to move to another
airline or even to a different segment of
the industry—and they’re looking for help
from our union.
ALPA’s Board of Directors, your elected
leaders, heard your call for action and
incorporated priorities focusing on career
Projected Pilot Retirements At
Large Jet Carriers Through 2019
9,000
8,000
7,000
Cumulative number of active pilots
turning age 65 at Alaska, American,
Delta, FedEx Express, Hawaiian,
Southwest, United, and UPS
6,000
5,000
4,000
3,000
2,000
1,000
0
2015
2016
2017
2018
2019
development and progression into the
union’s strategic plan. As such, the Feefor-Departure (FFD) and Membership
Committees, along with your national officers and staff, have teamed up to develop
and execute a comprehensive program to
help each pilot land the job of his or her
dreams. This career progression program
will provide ALPA pilots greater exposure
to the hiring departments at mainline carriers while they continue to pursue a more
direct and certain path with their current
airlines where feasible. In addition, ALPA
will provide pilots with tools and information to aid in their search, interview,
and transition to a mainline carrier. The
Association is currently ramping up the
program, which will soon be available to
ALPA members.
The good news is that pilot hiring projections for mainline airlines are strong.
Some large jet airlines are growing, but the
biggest reason for pilot hiring comes as a
result of the rising number of pilots who
are retiring. ALPA’s Economic & Financial
Analysis Department estimates that 2,500
pilots will be retiring from those airlines
during the next two years, with even more
expected through 2019.
At the same time, there’s been per-
Dream Job
5 TIPS TO GET
STARTED
Get your records in
order—Order copies of your
FAA medical and airman
records, driving record, and
college transcripts. This will
allow you to verify that the
information is correct and
give you time, if necessary, to
address any issues.
1
Furloughed Pilots
Support
Furloughed ALPA pilots should also log in to
the Furloughed Pilots Support Program (FPSP)
website at alpa.org/furlough to learn more
about the specific resources available—access
to job fairs, information about preferential
interviews at airlines with ALPA-represented
pilots, and more.
sistent downward pressure on pilot
compensation and working conditions in
the FFD segment of the industry even as
those airlines struggle to maintain staffing. While some FFD pilot groups have
been able to improve career progression
and other aspects of their contracts, others have not. Mainline hiring has brought
welcome relief for many regional pilots,
if not a direct solution to their difficulties. In fact, a vast majority of FFD pilots
reported via a survey last year that they
were seeking to move on to a mainline
carrier.
In addition, mainline carrier pilots are
working with their management teams
to bring back more flying into the opera-
tion and create more jobs with increased
pay, improved benefits, and a better quality of life for our members. Competition
for those positions, however, is fierce.
Currently, American, Delta, Spirit,
United, UPS, and Virgin America are hiring pilots. Alaska, FedEx Express, and JetBlue have application windows opening
throughout 2015. The combined hiring
forecast for 2015 is nearly 3,500 pilots.
2 Audit your logbooks to
ensure that they are current
and accurate.
Preparation is key to success
Request and acquire
letters of recommendation.
3
A successful applicant typically begins
preparing for an interview long before
the interview actually takes place. If you
haven’t already started preparing, now’s a
good time to start. You never know when
you’ll get that call, so you need to be ready.
More information will be coming,
including a new website that will provide
tips, hiring news, and other resources
tailored to guide you from the application
process through the interview.
4 Keep a logbook of your
situational experiences. Use it
to reflect on your experiences
on the line. This will allow you
to prepare for your interview
and talk articulately about
your experiences and how
you handled certain situations.
Review and update your
applications often. Setting a
schedule, say on the first of
every month, will help get
you into a routine so that
your information stays
current.
5
With thousands of pilots applying for a
limited number of mainline positions each
month, how will you rise above the rest? Next
month, we’ll look at the pilot application and
interview process—and how to put your best
foot forward.
LEADERSHIP TRAINING CONFERENCE
Becoming
Leaders
Leaders
By Kevin Cuddihy, Contributing Writer
P
ilots are natural leaders—the
phrase pilot in command reflects
that perfectly. So it takes extreme
focus and determination to lead leaders—and that’s what it takes to be an
ALPA local council rep.
From February 9–12, close to 100 local
council representatives and officers—
many newly elected—from 23 pilot
groups convened at ALPA’s Herndon, Va.,
Conference Center for the Association’s
Leadership Training Conference and
guidance on becoming leaders of leaders.
Capt. David Farmer (Delta), chairman
of ALPA’s Leadership Committee,
opened up the
conference by
explaining to the
attendees that a
union has three
primary duties to
its pilots: “We negoCapt. David Farmer
tiate the contract;
(Delta)
we enforce the
contract, which includes defending the
members working under that contract;
and we promote the profession—and
this conference will help show you how
to do all three,” he noted. Additionally,
Farmer told the attendees that they
would learn about the support structure
ALPA’s Leadership Training
Conference Preps Reps for Office
“You are the most trusted voice
of ALPA to your pilots. You have
to tell them the truth every single
time—even when you know it’s
not what they want to hear.”
CAPT. TIM CANOLL,
ALPA PRESIDENT
that enables ALPA to accomplish these
primary duties.
After welcoming the reps, Capt.
Tim Canoll, ALPA’s president, told the
pilots, “You are the most trusted voice
of ALPA to your pilots.” Because of this,
he said, “You have to tell them the truth
every single time—even when you
know it’s not what they want to hear.”
This advice was
echoed throughout
the training by
multiple presenters: Always tell the
pilots the truth. If
you don’t know
the answer, say, “I
don’t know, but I
will get back to you
Capt. Bill Couette,
after I find out.”
ALPA vice presiCapt. Bill Coudent–administration/
secretary
ette, ALPA’s vice
president–administration/secretary, gave
the pilots an overview
of what their jobs
would entail, listing
six items that they’d
spend the majority of
their time on in their
positions:
» Communicating
with members,
» Representing pilots,
» Resolving grievances,
» Recruiting ALPA volunteers,
» Being a real-time ALPA reference, and
» Conducting local council and master
executive council business.
“Being a good ALPA rep takes perseverance, teamwork, and an openness to
learn,” he declared. He noted ALPA’s long
history and how it serves as a resource,
telling the pilots, “This union is more
than 80 years old—we’ve seen a lot, and
we’re ready for what lies ahead.”
The presentations to the pilot reps
fell into two general areas: information
on ALPA’s structure and priorities and
information on the resources available
to the reps that will help them perform
their job. Taken together, the pilots
learned both the why and the how of ful-
Photos: Chris Weaver and Eric Davis
of
Newly elected local
council representatives and officers
take to Capitol Hill
for a primer on
legislation and to
meet with members
of Congress.
filling their duties.
Capt. Randy
Helling, ALPA’s
vice president–finance/treasurer,
spoke to the pilots
about where their
dues dollars go, the
intricacies of ALPA’s
Capt. Randy Helling,
budget, and the fiALPA vice president–
nancial responsibili- finance/treasurer
ties that are a part
of their position. Helling was followed by
Beth Robinson, director of ALPA’s Finance
Department, who provided an overview of
the resources available to the reps, such as
help in developing and monitoring their
local executive council budget, answering
questions regarding allowed expenditures,
submitting expenses, and more.
This information sharing was repeated throughout the conference on
subjects such as communication, legal,
legislative, and safety issues. Throughout the training, this pairing of information sharing and explaining the resources the Association offers provided a firm
foundation for the pilots as they begin
their three-year terms.
The pilots also participated in various
exercises throughout the conference: they
engaged in role playing to prepare for
meetings and assisting pilots, discussed
“dos and don’ts” videos on communicat-
ing with their pilots properly, and visited
Capitol Hill for a primer on legislation and
meetings with members of Congress.
During the conference, the pilots
were thanked repeatedly for stepping
up and volunteering. While ALPA has a
large staff dedicated to assisting pilots,
referred to as “the largest pilot toolbox in
the world” by Couette, pilot volunteers
proudly run the Association, and without
these volunteers and those who preceded
them, ALPA would not exist. “The pilot
reps on the Board of Directors represent
ALPA’s national agenda,” said Capt. Roger
White (Delta), a member of ALPA’s Strategic Planning Committee.
Canoll informed the pilots that “The
national agenda of ALPA is to provide
you the services
you need to accomplish what you
want to do. Use
your resources.”
Capt. Joe DePete,
ALPA’s first vice
president and
national safety coordinator, echoed Capt. Joe DePete,
ALPA first vice presithat advice. “The
dent and national
expertise and ser- safety coordinator
vices we have here
are second to none,” he said, repeating
that pilots need to take full advantage of
the staff support available to them.
The conference included an “open
house” on the evening of February 9 in
the Association’s Herndon, Va., offices
so that the reps could meet many of
the staff face-to-face. The pilots toured
the building to see firsthand the staff
members and resources available to
assist them.
The pilots also got advice on how to
communicate their knowledge and local
executive council or master executive
council decisions to their fellow pilots.
The reps received information on how
using Robert’s Rules of Order can lead to a
more successful meeting and better debate and discussion within the meeting.
They were instructed on the importance
of being in the crew room regularly and
how to best interact with and inform
their colleagues. They learned about
the potential successes and pitfalls that
can come out of using social media. And
they heard how ALPA’s Communications Department can assist them in
getting their messages out.
Throughout the conference, the
topics and discussions always circled
back to leadership. Helling jokingly told
the reps, “If you have 10 pilots in the
room, you’re likely to have 11 different
opinions.” It takes that leader of leaders
to get everyone on the same page and
move forward in whatever the task at
hand is.
1
2
3
4
5
6
7
8
9
9 Leader Traits
Forward-looking
Inspiring
Courageous
Competent
Intelligent
Fair-minded
Imaginative
Straightforward
Honest
3 Simple Rules
1
2
3
Be honest.
Use ALPA’s resources.
Communicate.
Why Did You Volunteer?
“I wanted to make a change. It’s
easy to find fault and criticize
and not do anything. An opportunity came up to do something,
so I took it. I knew the guys I’d be
working with and knew I could
work with them.”
—CAPT. HENRY KAMPHUIS (AIR TRANSAT)
“Someone asked me to do it. I’m
used to always helping out, and
with this position I can be more
effective at helping. I’m able to
reach out further—I was answering questions in the crash pad,
now I’m answering questions in
the crew room.”
—CAPT. CHRIS TANG (PSA)
“I was asked if I
wanted to volunteer. I’ve volunteered before and
always said yes.
I’m a former first
officer local executive council
rep and a former master executive council executive administrator, and I felt like it was time
to do something new.”
—CAPT. PETE LYVERS (MESA)
“I want a better
contract; I want a
better place—a
better company
for us all. I want
to leave the
company and the profession better than when I started.”
—F/O BRYAN GARDNER (UNITED)
“I was part of the four years of
organizing [to bring JetBlue into
ALPA] so it was a natural thing. I
want to improve and restore our
rights and work rules—improve
our benefits and compensation.
It’s really exciting to be a part
of the organization, building a
foundation at JetBlue and collaborating with the other pilot
groups.”
—CAPT. MICHAEL PASHINSKI (JETBLUE)
Photos: Chris Weaver
Top
What’s Your Biggest Takeaway
from the Conference?
“The resources
available to us as
pilots. As someone newly elected, I didn’t have
an understanding
of what ALPA had. It was really
impressive seeing everything and
meeting everyone—everyone
makes you feel that they want to
help, not that they have to help.”
—F/O CHRIS CHAPMAN (EXPRESSJET)
“Putting a name with a face—to
come here and actually talk to
the people we’ll work with every
day, face to face instead of by
e-mail.”
—F/O TREVOR KLEINSCHNITTGER (TRANS STATES)
“The vast amount
of resources
available to the
pilots. It’s as
simple as that.”
Are You a Leader
of Leaders?
“The obvious
takeaway is
getting to meet
your counterparts from so
many pilot
groups and talk to them about
the profession. It was also great
being able to go to Capitol Hill
and meet the legislative people.
Finally, meeting all the people
who support us—the staff here
at ALPA national—and putting a
face to a name.”
While the local council
representatives and
officers and the master
executive council officers
are elected, a wide
variety of ALPA volunteer
positions need to be
filled. Many of the new
and current reps started
in these positions. If you
think you have what it
takes to help move ALPA
and your pilot group
forward, attend your next
local council meeting
or talk to your local
representative today.
—F/O TONY PRATO (DELTA)
“I expected it to be good, but it
exceeded my expectations. My
top three takeaways: the importance of communicating with my
pilots, having a strategic plan,
and using social media to our
advantage.”
—F/O ANITA SHEW (FEDEX EXPRESS)
—F/O ROB KLOFT (ALASKA)
Who’s Your ALPA Rep?
This group of ALPA leaders takes office on March 1 for a three-year term ending
Feb. 28, 2018. Don’t see your rep on this list? Log on to Crewroom.alpa.org/
memberaccount and click on the Representatives tab for the name and e-mail
address of your elected master executive council and local council officials.
Air Transport International 190 F/O Thomas Rogers,
Chair (F/O Rep)
Air Transport International 190 Capt. Brendan
Twomey, Vice Chair (Capt. Rep)
Delta 001 F/O Eric Hall, Vice Chair (F/O Rep)
Delta 001 Capt. Bruce Endler, Secretary-Treasurer
Delta 016 Capt. Timothy Heck, Chair (Capt. Rep)
Air Transport International 190 F/O Nancy Turgeon,
Secretary-Treasurer
Delta 016 F/O Daniel Riesgo, Vice Chair (F/O Rep)
Air Wisconsin 049 Capt. Matthew Chadwick, Chair
(Capt. Rep)
Delta 048 F/O Samuel Mason, Chair (Status Rep)
Air Wisconsin 049 F/O William DeShazer, Vice
Chair (F/O Rep)
Delta 048 F/O Keith Costo, Secretary-Treasurer
Delta 016 F/O Anthony Prato, Secretary-Treasurer
Delta 048 F/O Busch Voigts III, Vice Chair
Air Wisconsin 049 F/O Benjamin Keider, SecretaryTreasurer
Envoy Air 083 Capt. Neal Spanier, Chair (Capt. Rep)
Alaska 059 F/O Richard Gallaher, Chair (Status
Block Rep #1)
Envoy Air 083 Capt. James Magee, SecretaryTreasurer
Alaska 059 F/O Robert Kloft, Vice Chair
Envoy Air 121 Capt. Raymond Igou, Chair (Capt.
Rep)
Alaska 059 Capt. Jerrold Traphagen, SecretaryTreasurer
Alaska 063 Capt. Todd Hunter, Chair (Status Block
Rep #2)
Envoy Air 083 F/O Kyle Flynn, Vice Chair (F/O Rep)
Envoy Air 121 F/O Adam Chronas, Vice Chair (F/O
Rep)
JetBlue 199 Capt. David Wilson, Chair (Capt. Rep)
JetBlue 199 F/O Joshua Sult, Vice Chair (F/O Rep)
JetBlue 199 Capt. James Ewart, Secretary-Treasurer
Kelowna Flightcraft 206 Capt. Derek Porter, Chair
(Capt. Rep)
Kelowna Flightcraft 206 F/O Travis Mitchell, Vice
Chair (F/O Rep)
Kelowna Flightcraft 206 S/O Edward Cochrane,
Secretary-Treasurer (S/O Rep)
Mesa 084 Capt. Andrew Hughes, Chair (Capt. Rep)
Mesa 084 Capt. Nicholas Toon, Vice Chair (F/O Rep)
Mesa 084 Capt. Peter Lyvers, Secretary-Treasurer
Piedmont 035 Capt. Robert Leggett, Chair (Capt.
Rep)
Piedmont 035 F/O Gregory Jans, Vice Chair (F/O
Rep)
Piedmont 035 Capt. Michael Pfeifer, SecretaryTreasurer
Piedmont 095 Capt. Charles Martinak, Chair (Capt.
Rep)
Piedmont 095 F/O Christopher Boylan, Vice Chair
(F/O Rep)
Piedmont 095 Capt. Peter Nakhoul, SecretaryTreasurer
Alaska 063 F/O Victor Mason, Vice Chair
Envoy Air 121 Capt. Andrew Mckee, SecretaryTreasurer
Alaska 063 F/O Philip Altieri, Secretary-Treasurer
ExpressJet 176 Capt. Ivan Harris, Chair (Capt. Rep)
Atlantic Southeast 111 Capt. Bryan Freeman, Chair
(Status Rep)
ExpressJet 176 Capt. Matthew Karkoff, SecretaryTreasurer
Atlantic Southeast 111 Capt. Barry Scherling, Vice
Chair
ExpressJet 180 F/O William Blackburn, Chair (F/O
Rep)
Atlantic Southeast 111 Capt. Michael Mestemacher,
Secretary-Treasurer
ExpressJet 180 Capt. Cort Keithley, Vice Chair
(Capt. Rep)
Calm Air 213 Capt. Jeffrey Jacobs, Chair (Capt. Rep)
ExpressJet 180 F/O Christopher Chapman,
Secretary-Treasurer
Trans States 038 Capt. Jonathan Jones, Chair (Capt.
Rep)
FedEx Express 014 Capt. Andrew Coward, Chair
(Status Block Rep #10)
Trans States 038 F/O Michael Wilchcombe, Vice
Chair (F/O Rep)
FedEx Express 014 Capt. Mark Eagon, Vice Chair
Trans States 038 Capt. William Cheeseman,
Secretary-Treasurer
Calm Air 213 F/O Aaron Lanigan, Vice Chair (F/O
Rep)
Calm Air 213 Capt. Corey Meston, SecretaryTreasurer
Canadian North 222 Capt. Olivier Goudreau, Chair
(Capt. Rep)
FedEx Express 014 F/O David Krysinski, SecretaryTreasurer
Canadian North 222 F/O Joseph Pynch, Vice Chair
(F/O Rep)
FedEx Express 026 Capt. Michael Arcamuzi, Chair
Canadian North 222 Capt. Korey Hazelwood,
Secretary-Treasurer
FedEx Express 026 Capt. Derek Martin, Vice Chair
CanJet 235 Capt. Jonathan Mason, Chair (Capt. Rep)
FedEx Express 026 F/O Anita Shew, SecretaryTreasurer (Status Block Rep #6)
CanJet 235 Capt. Michael Power, Vice Chair (F/O
Rep)
CanJet 235 Capt. Bruce Dandurand, SecretaryTreasurer
Compass 019 F/O Andrew Morris, Chair (Status
Block Rep #3)
Compass 019 Capt. Paul Storost, Vice Chair (Status
Block Rep #2)
Jazz Aviation 223 Capt. Glenn McMullin, Chair
(Capt. Rep)
Jazz Aviation 223 F/O Tyler Rowe, Vice Chair (F/O
Rep)
Jazz Aviation 223 F/O Michael Schanzenbacher,
Secretary-Treasurer
JetBlue 197 Capt. Michael Pashinski, Chair (Capt. Rep)
Compass 019 Capt. Randall Rauk, Secretary-Treasurer (Status Block Rep #1)
JetBlue 197 F/O Charles Ritter JR, Vice Chair (F/O
Rep)
Delta 001 Capt. Jon Lewis, Chair (Capt. Rep)
JetBlue 197 Capt. Robert Wanes, SecretaryTreasurer
PSA 069 Capt. Todd Gruber, Chair (F/O Rep)
PSA 069 Capt. William Mathieson, Vice Chair (Capt.
Rep)
PSA 069 Capt. Errin Chase, Secretary-Treasurer
Spirit 077 Capt. Ryan Pachkofsky, Chair (Capt. Rep)
Spirit 077 F/O James Ackerman, Vice Chair (F/O
Rep)
Spirit 077 Capt. Paul Hansen, Secretary-Treasurer
United 005 Capt. Glenn Johnson, Jr, Chair (Capt.
Rep)
United 005 F/O Mark Leneski, Vice Chair (F/O Rep)
United 005 F/O Phil Wenzel, Secretary-Treasurer
United 011 F/O Andrew Collins, Chair (F/O Rep)
United 011 Capt. Bennie Jennings, Vice Chair (Capt.
Rep)
United 011 F/O James Sheridan, Secretary-Treasurer
United 034 Capt. Daniel Hahn, Chair (Capt. Rep)
United 034 F/O Thomas Murphy, Vice Chair (F/O
Rep)
United 034 F/O Steven Burson, Secretary-Treasurer
United 173 Capt. Donald Clark II, Chair (Capt. Rep)
United 173 F/O Timothy Simard, Vice Chair (F/O
Rep)
United 173 F/O Bryan Gardner, Secretary-Treasurer
Stay Connected
ALPA has many ways to keep you up-to-date
on everything ALPA.
To learn more, visit
www.alpa.org/stayconnected
ALPA works with the FAA to improve earlier proposal
By ALPA Staff
T
he FAA federal air surgeon in late
January informed ALPA of its
intent to implement new guidance
regarding obstructive sleep apnea (OSA).
All aviation medical examiners (AMEs)
should have the new guidance on OSA
and incorporate it into their airman medical examinations as of March 2, 2015.
Due to input and perseverance from
ALPA and the aviation community, the
FAA Office of Aerospace Medicine addressed stakeholder concerns about the
agency’s previous guidelines, published
in late 2013, that would have put airline
pilots’ medical certificates at risk if the
pilots were suspected of having or were
diagnosed with OSA based on a single criterion. The new guidance instructs AMEs
to consider multiple factors when requesting further evaluation with regard
to OSA, and the AME will not withhold
medical certification of the airman.
BACKGROUND
In December 2013 the FAA published
a controversial proposed policy that
would have required pilots with a
body mass index (BMI) of 40 or more
ORIGINAL PROPOSAL
FINAL GUIDANCE
Created a single-trigger requirement
that anyone with a BMI of 40 or more be
treated for OSA.
The single trigger was eliminated and
replaced by integrated assessment of
history, symptoms, and clinical findings.
Required examination by a board-certified
sleep specialist.
Permits examination by any licensed
physician of the airman’s choice, including
an AME.
Required an expensive sleep study.
Physician can determine with input from
the airman the need for and type of sleep
study.
Denied a regular medical certificate based
on evidence of OSA; grounded pilot for
extended period while awaiting diagnosis,
treatment, compliance documentation, and
FAA paperwork.
Medical certificate is issued and pilot
continues to fly while OSA situation is assessed and treated; pilot given 90 days for
this process and a 30-day extension upon
request, as needed.
»» Diagnosing and treating OSA can cost
thousands of dollars. Insurance coverage varies, sometimes leaving pilots on
the hook for most, if not all, expenses.
»» The FAA developed this potentially
career-ending policy without adequate
opportunity for stakeholder input.
Since 2013, ALPA has been working with
the FAA and other aviation stakeholders
to develop a more fair and rational policy.
ALPA has remained in contact with the
federal air surgeon’s office on this issue and
has continued to advocate for changes that
would improve safety and the health of airmen while protecting pilots’ livelihoods.
NEW GUIDANCE
ALPA supports the FAA’s new guidance
on OSA. To the left is a comparison of
the most troublesome provisions in the
original proposal with those provisions
as modified in the final guidance.
Please provide any feedback regarding
OSA to your master executive council
Aeromedical Committee chair and to
ALPA’s Engineering & Air Safety Department by e-mailing EAS@alpa.org or
calling 1-800-424-2470.
ALPA members with questions or
concerns about OSA or any other
health or aeromedical certification issue
should contact ALPA’s Aeromedical Office
at 303-341-4435, Monday through Friday,
8:30 a.m. to 4:00 p.m. Mountain Time, or visit
www.AviationMedicine.com.
Photo: iStockphoto.com
FAA Announces Changes
To Sleep Apnea Policy
to be evaluated by a physician who is a
board-certified sleep specialist. Anyone
diagnosed with OSA would have to be
treated before he or she could be given a
medical certificate.
ALPA promptly notified the FAA about
its multiple concerns with the proposed
guidance, including
»» The FAA was not giving pilots sufficient time to remedy OSA before the
AME was required to take the significant step of denying the application for
a medical certificate.
KNOWN
CREWMEMBER
®
Sponsored by ALPA and Airlines for America
ALPA Helps to Improve the
Known Crewmember
Program
By Jerry Wright, Manager, ALPA Aviation Safety
and Security
Photo: Chris Weaver
T
he Known Crewmember program, one of several riskbased security initiatives that the Transportation Security
Administration (TSA) has brought to security, continues to
improve and expand. As of Jan. 13, 2015, the TSA eliminated the
requirement that pilots and other crewmembers be in uniform to
use KCM access portals. Much like the KCM program as a whole,
the no-uniform enhancement resulted from ALPA leaders working with Airlines for America (A4A) and the TSA to bring about
this change.
Although the TSA has eliminated the uniform requirement,
nonuniformed crewmembers who are randomly selected to
go through passenger security screening are treated as passengers. The practical effect of this policy is that nonuniformed
crewmembers are not granted exemptions that uniformed
crewmembers enjoy at passenger screening checkpoints. This is
a long-standing screening protocol. ALPA, however, is working
with the TSA to change this so that pilots with proper airline
identification will be treated the same as pilots in uniform and
receive the same exemptions at the security screening checkpoint. ALPA members have informed the Association about
certain access locations where crewmembers are more likely to
be randomly selected to go through passenger security screening. ALPA has notified top-level TSA representatives about the
issue, and the TSA is working with the Association to address
the situation.
Another KCM rule change involves the types of items that
crewmembers may bring with them through KCM portals.
One location in particular was prohibiting crewmembers from
carrying guitars through the access point, to the annoyance
of crewmembers who were able to take guitars with them
through other KCM portals. The agency has now clarified that
policy—in favor of crewmembers—to stipulate that pilots and
flight attendants may carry any item that is not on the TSA’s
prohibited items list. Individuals using KCM may only carry
their own items—no items belonging to someone else—with
them through the KCM access point. Failure to comply with
this restriction may result in the loss of KCM privileges for that
crewmember.
One commonly asked question about KCM is whether it may
be used for both business and pleasure travel, and the answer is
“yes.” KCM access points may be used by authorized crewmembers at any time and for any type of travel.
No Uniform Required
Capt. Bryan Niddrie (ExpressJet) goes through security screening at Washington Dulles
International Airport in January.
KCM is now operating at 58 airports all around the U.S. with 135
access portals that authorized crewmembers may use. Crewmembers from 46 airlines use KCM approximately 300,000 times each
week, more than 42,000 times per day at those locations. The TSA
recently added three airports—Ft. Lauderdale-Hollywood International Airport (FLL), Ronald Reagan Washington National Airport
(DCA), and Norman Y. Mineta San Jose International Airport
(SJC)—and more airports are expected to be approved in 2015.
As an international organization, ALPA has an interest in providing KCM for Canadian members during their travels to the U.S.
ALPA had a preliminary meeting with the TSA, Transport Canada,
and others in early January with the goal of permitting Canadian
pilots to use KCM. Stay tuned for more news on this front.
KCM began as an ALPA–A4A joint concept and partnership
to improve and expedite pilot security screening. ALPA and A4A
successfully promoted the concept to the TSA, and the agency’s
administrator at the time, John Pistole, ultimately approved it.
KCM has also improved the travel experience for airline passengers by allowing passengers to move more quickly through the
security screening process. Pistole retired from federal service at
the end of 2014 to accept a position as the president of his alma
mater, Anderson University. But his legacy of improving aviation security effectiveness and efficiency—with the adoption
of KCM, PreCheck, and other security initiatives that leverage
knowledge and manage risk—lives on.
ALPA has worked diligently with the TSA to establish and
maintain a good and trusted relationship, which has proven its
worth in this and numerous other instances.
The Latest KCM Info at Your Fingertips
The best source of information about the Known Crewmember
(KCM) program, including rules and procedures, is the KCM website,
www.knowncrewmember.org, which can be easily accessed using
ALPA’s smartphone app. If you have questions or comments about the
new KCM rules, contact ALPA’s Engineering & Air Safety Department at
1-800-424-2470 or at EAS@alpa.org.
ALPAToolBox
Pilot Travel Expenses and
Per Diem Update for 2014
By Victoria Fortuna, Senior Benefits Attorney, ALPA Retirement & Insurance Department
A
pril 15 is right around the corner,
and because a U.S. pilot flying the
line is always on business travel,
his or her qualifying travel expenses are
deductible as ordinary and necessary
business expenses, by either the airline
or the pilot. From ALPA’s Retirement &
Insurance Department, the following
are a few items you should consider as
you prepare your taxes:
TAXATION OF PER DIEM
Many of ALPA’s collective bargaining
agreements provide
that the airline will
pay each pilot a fixed
amount, often called “per diem,” to
cover meals and incidental expenses
(M&IE) that pilots incur while on a
trip. When an airline makes these per
diem payments (or otherwise reimburses pilots for travel expenses), the
airline may exclude all or a portion of
these payments or reimbursements
from a pilot’s taxable income reported
on Form W-2. The amount excluded
from a pilot’s income generally is the
amount paid to the pilot that does not
exceed the federal per diem rates. Per
diem payments paid for day or other
nonovernight trips (trips that do not
require sleep or rest) and amounts paid
in excess of the federal per diem rates
are included in the employee’s taxable
income and are reported on the pilot’s
Form W-2. Frequently, the amount of
per diem the airline pays or reimburses
is not enough to cover reasonable
business travel expenses, and in those
cases, pilots may be entitled to claim an
itemized deduction for the expenses not
covered.
If a pilot receives no per diem pay-
ments or reimbursements from the employer, or receives per diem payments
that the airline includes in taxable income, the pilot may be entitled to claim
an itemized deduction for expenses
incurred while on business travel.
EXPENSES FOR
“OVERNIGHT TRIPS”
For travel expenses to
be excluded from the
pilot’s taxable income
or to be claimed by the
pilot as an itemized deduction, the pilot’s
expense must be incurred while on a
business trip that requires sleep or rest
(an “overnight trip”). Expenses incurred
on trips that are not overnight do not
satisfy this requirement. For pilots, the
expenses at issue are usually M&IE
expenses, because the airline pays for
lodging directly or reimburses the pilot
for it separately.
SUBSTANTIATING
EXPENSES
Recognizing the
burden of substantiating expenses, the
IRS provides that a
designated amount of expenses relating to overnight trips may be deemed
substantiated. For amounts deemed
substantiated, pilots need not maintain
any records of the amounts actually
spent while on the trip.
If the employer pays for lodging
separately, then the expenses that may
be deemed substantiated are those for
M&IE. The amount that is deemed substantiated is generally equal to the standard amount the federal government
would pay its own employees for M&IE
when they travel to the same locality or
Images: iStockphoto.com
This article reviews the federal
rules for U.S. pilots regarding
the taxation and deductibility of
travel expenses, including per
diem reimbursements, for tax
year 2014 (for which individual
tax returns are due, generally, by
April 15, 2015). For the benefit
of your tax advisers, the official
rules for tax year 2014 are set
forth in IRS Notice 2014-57.
General information is also
contained in IRS Publication
463, Travel, Entertainment, Gift,
and Car Expenses; IRS Publication 1542, Per Diem Rates; and
Revenue Procedure 2011–47.
These documents are available
at www.irs.gov.
the amount determined under special
M&IE rates applicable to transportation
industry employees.
The federal government publishes
standard M&IE rates for every locality in the world. The M&IE rates for
CONUS (for Continental United States)
and OCONUS (for Outside CONUS) can
be found at www.gsa.gov. For 2014, the
daily M&IE rates for CONUS ranged
from $46 to $71, and from $1 to $299 for
OCONUS. These rates may change on a
monthly basis.
The IRS also provides special transportation industry M&IE rates for
CONUS and OCONUS. For 2014, the
transportation industry M&IE rate is $59
for CONUS and $65 for OCONUS.
Pilots may use either the standard
M&IE rates or the special transportation industry M&IE rates to determine
the amount deemed substantiated for
claiming itemized tax deductions. For
any calendar year, a pilot must use
either the standard M&IE rates for all
CONUS travel or the special transportation industry M&IE rates for all CONUS
travel, and the same applies for all
OCONUS travel.
WHAT’S NOT INCLUDED
IN THE M&IE RATES?
The M&IE rates are
not reduced due to
any meals that an
airline or a hotel provides a pilot. Furthermore, the “incidental expense” portion of the M&IE rates
does not include such expenses as cab
fares to and from lodging and the business place and the place where meals
are taken, telephone calls, laundry,
cleaning and pressing, the mailing costs
of filing travel vouchers, and payments
for employer-sponsored credit card
billings. These expenses, to the extent
they constitute reasonable business
expenses, are deductible by the payor
(airline or pilot) as business expenses
(subject to applicable limits).
PRORATING THE M&IE
LIMIT
The full M&IE amount
is available only for
a full calendar day of
business travel, i.e.,
from 12:01 a.m. through midnight. For a
partial day of travel, the taxpayer must
prorate the applicable M&IE amount.
The IRS allows 75 percent of the full
M&IE amount to be claimed. Assume,
for example, that a pilot’s trip begins at
11:55 p.m. on Monday and ends at 12:05
a.m. on Wednesday and that the pilot’s
required rest occurred in cities with an
applicable M&IE per diem rate of $46.
Applying the IRS’s allowed method of
proration, the amount deemed substantiated would be $34.50 (.75 x $46) for
Monday, $46 for Tuesday, and $34.50 (.75
x $46) for Wednesday.
ITEMIZED DEDUCTIONS
If a pilot has business
travel expenses that the
employer did not reimburse, then the pilot
may be able to claim
an itemized deduction on his or her tax
return. If a pilot claims this deduction,
Form 2106, “Employee Business Expenses,” must be completed. This form, and all
other IRS forms and publications, may be
obtained at www.irs.gov or by calling the
IRS at 1-800-TAXFORM.
To claim any business travel expense
as an itemized deduction, a pilot must be
able to substantiate the time, place, and
business purpose of the business travel,
and the amount of the expense. The
time, place, and business purpose must
be substantiated with actual records,
such as a pilot’s logbook. The amount of
the business expense must also be substantiated; but in the case of M&IE, the
amount may be deemed substantiated
(no written records will be required).
Other business travel expenses must
be substantiated with records. (If the
expense is less than $75, the IRS will
not require a receipt to substantiate the
amount spent on any single purchase.
But this rule does not apply to lodging
expenses—receipts are necessary even if
the expense is less than $75.)
Generally, a pilot’s itemized deduction
for M&IE is subject to an 80 percent limit
and a 2 percent threshold. Under a special rule applicable to pilots, 80 percent of
the M&IE amount deemed substantiated
is deductible in 2014. In addition, no itemized deduction for M&IE may be claimed
unless the pilot’s aggregate miscellaneous
itemized deductions (including business expenses) exceed 2 percent of his or
her adjusted gross income. Union dues
constitute deductible employee business
expenses and count toward the 2 percent
threshold.
APPLYING THE FEDERAL
M&IE RATES USING THE
STANDARD M&IE RATES
For an example of how
the federal M&IE rates
are applied, assume a
collective bargaining agreement entitles
a pilot to per diem payments equal to
$3.50 per hour. Assume also that a pilot
covered by the agreement flies a two-day
trip in 2014, with report for duty at 12:01
a.m. on the first day, an overnight stay
in Chicago, Ill., and release from duty at
midnight on the second day.
The 2014 federal M&IE rate for Chicago is $71, so the maximum excludable
amount for this trip is $142 ($71 x 2).
The pilot is actually paid per diem of
$168 ($3.50/hour x 48 hours), so $142 is
excluded from the pilot’s taxable income
and is shown on the pilot’s Form W-2,
Box 12, Code L. The remaining $26 is
included in the pilot’s taxable income
and reported on Form W-2 in Box 1 (and
Boxes 3 and 5, as applicable) as taxable
wages.
Alternatively, assume the collective bargaining agreement entitles the
pilot to per diem payments equal to
only $1 per hour, and the pilot makes
ALPAToolBox
to $94 are deemed substantiated. (All of
the pilot’s itemized deductions would
be subject to the 80 percent limit and 2
percent threshold.)
USING THE SPECIAL
TRANSPORTATION
INDUSTRY M&IE RATES
Assume a pilot travels
away from home
on business within
CONUS. The airline pays the pilot a
standard taxable per diem allowance
of $2.00 for each hour the pilot is away
from his or her domicile. The pilot
leaves the domicile at 9:00 a.m. on
Monday and returns to the domicile at
9:00 a.m. on Tuesday with an overnight
stay. The pilot receives $48 ($2.00 x 24)
in taxable per diem. The CONUS special
transportation industry M&IE rate is
$59 per day, so the amount deemed
substantiated using the special transportation industry rate for these days
is $88.50 ($59 x 2 x .75), i.e., the total per
diem allowance under the special
CONUS rates for the transportation
industry, prorated as discussed above.
The pilot could claim an itemized
deduction $88.50 (subject to the 80
percent limit and 2 percent threshold).
If the pilot uses the special CONUS
rates for the transportation industry to
calculate his or her deduction for any
CONUS trips in 2014, he or she must
use the special CONUS M&IE rate for
all CONUS trips in 2014.
In this example, if the airline had excluded the pilot’s $48 per diem payment
Obtain Competent
Tax Advice
As with most matters
concerning taxes, the federal law
governing the taxation of pilots’ expenses
and per diem payments is complex. All
pilots are urged to obtain competent tax
advice about applying the information in
this article to their own situation.
from his or her income, rather than
including it as a taxable per diem allowance, he or she would be entitled to take
an itemized M&IE deduction of $40.50
($88.50-$48) without substantiation, using the special transportation industry
M&IE rates (subject to the 80 percent
limit and 2 percent threshold).
When a pilot uses the special transportation industry M&IE rates, the
deduction may be somewhat less than
if the standard M&IE rates are used,
especially if the pilot usually travels to
higher-cost destinations.
WHAT IF A PILOT
REGULARLY TRAVELS
OUTSIDE THE U.S.?
If a pilot generally
travels to high-cost
areas of the world
away from home on business outside
the U.S., he or she may be entitled to
a larger deduction using the M&IE
rates for the specific location of travel.
Assume, for example, that the airline
pays per diem at the rate of $65 per day
for an overseas trip that is excluded for
income tax purposes. If the pilot uses the
special transportation industry M&IE
rate to calculate the itemized deductions
for OCONUS for 2014, he or she will not
be entitled to any itemized deduction
since the special transportation industry M&IE rate for OCONUS is $65 per
day. However, by using the standard
M&IE rates for all OCONUS travel that
year, this pilot may be able to claim an
itemized deduction for tax purposes.
Assume the pilot travels to Narita, Japan;
the standard OCONUS M&IE rate for
Narita is $87 per day. Using the standard
OCONUS M&IE rates, the pilot generally would be able to claim an itemized
deduction of $22 ($87-$65) for each full
day of a trip to Narita, without substantiation (subject to the 80 percent limit
and the 2 percent threshold).
Note: The examples in this article are for
illustrative purposes only.
Images: iStockphoto.com
the same two-day trip in 2014. In this
case, the entire per diem payment of
$48 ($1 x 48 hours) would be excluded
from the pilot’s taxable income because
this amount is less than the maximum
excludable amount of $142. However, in
this case, the pilot may claim an itemized deduction of $94 for the difference
between the excluded payment of $48
and the federal M&IE rate of $142, without needing to substantiate the M&IE
expenses actually incurred (subject
to the 80 percent limit and 2 percent
threshold discussed above).
What if this pilot’s M&IE exceed $142?
Regardless of the amount excluded from
the pilot’s income, if the pilot’s expenses
exceed the federal M&IE rate of $142,
an itemized deduction is available for
all reasonable amounts spent (less the
amount excluded from the pilot’s taxable income), but only if the pilot can
actually substantiate all expenses (both
above and below the deemed substantiated amount of $142).
For example, if the airline paid the
pilot excluded (nontaxable) per diem
payments of $48, but the pilot’s actual,
reasonable M&IE were $200, the pilot
could claim an itemized deduction of
$152 ($200 minus $48)—but only if
the pilot could actually substantiate
the entire $200 in expenses. Alternatively, the pilot could claim an itemized
deduction of $94 ($142 minus $48)
without substantiating any
expenses, since all
expenses up
ALPA’s PART 117
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• cumulative tracking toward maximum flight– and duty–period
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A member service of Air Line Pilot.
Health
Watch
Pilots, GERD, and Ulcers—
And FAA Requirements for Flying the Line
Editor’s note: The following
information is adapted from
an article available at
www.AviationMedicine.com.
F
rom symptoms ranging from occasional irritation after eating a
spicy meal to catastrophic bleeding
and death from ulceration, irritation
of the upper gastrointestinal (GI) tract
affects more than 25 million people in the
United States daily. More than 5 million
people in Canada experience heartburn
and/or acid reflux at least once per week.
The FAA permits pilots to take most of
the medications used to treat these diseases
after the condition is controlled. But pilots
who use medication for documented ulcers
will have to prove freedom from ulcers to
maintain their medical certification.
GERD
In gastrointestinal reflux disease (GERD),
stomach contents and acid move back
into the esophagus, the tube between the
mouth and stomach. Ulcers do not usually
form in the esophagus, but chronic reflux
may cause other problems, including scarring of the lower esophagus and formation of strictures that impair swallowing.
The lining of the esophagus changes
when repeatedly exposed to acid. This
change may lead to a condition known
as Barrett’s esophagus, which may lead
to cancer of the esophagus.
GERD usually is caused by a weakness or relaxation of the lower esophageal sphincter, a circular muscle at the
base of the esophagus that opens to
allow food into the stomach but should
close to prevent stomach content from
“refluxing” back into the esophagus.
GERD often causes asthma or allergy
symptoms with coughing, especially in
young children.
PEPTIC ULCER DISEASE
Peptic ulcer disease (PUD) includes irritation, ulcer formation, and scarring of
the stomach or the duodenum (the first
part of the small intestine). Ulcers of the
stomach often are caused by irritating
medications such as aspirin or other nonsteroidal anti-inflammatory drugs such
as ibuprofen or naproxen.
Stomach ulcers that are not a result of
irritating medications may precede stomach cancer. Ulcers of the duodenum are
more common. They generally are not
associated with cancer. Most duodenal
ulcers have an infectious cause.
CAUSES OF ULCERS
Several factors are known causes of PUD
and GERD. Before the 1980s, most ulcers
were thought to be caused by irritants
to the stomach, such as psychological
stress, spicy foods, caffeine, tobacco, and
alcohol. Today, we know that alcohol is
particularly irritating to the lining of the
stomach and that all of these irritants can
cause the lower esophageal sphincter to
relax and allow food to reflux from the
stomach back into the esophagus. This
may contribute to heartburn and GERD,
but other than alcohol and aspirin-like
medications, these irritants do not contribute to most ulcers.
Most ulcers are caused by an infectious
bacterium, Helicobacter pylori (H. pylori).
Discovery of H. pylori in 1982 led to a dramatic shift in treating PUD. Eliminating
this bacterium often quickly resolves an
ulcer and minimizes the chance of recurrence. People infected with H. pylori have
two to six times greater risk of developing stomach cancer.
SYMPTOMS OF GERD AND PUD
GERD and PUD can produce many different types of symptoms. Many people
with GERD report a sour, brackish taste
in their mouth after eating, particularly
when lying down. Some report fullness
in their lower chest similar to angina.
People with ulcer disease may experience
a burning sensation in their upper abdo-
Photos: iStockphoto.com
By Dr. Quay Snyder,
ALPA Aeromedical Advisor
men. Sometimes these symptoms are
relieved temporarily by eating or taking
antacids but return in 30–60 minutes.
People with bleeding ulcers may note
dark, tar-colored stools, fatigue, or weakness. In rare cases, blood loss may cause
a loss of consciousness, particularly in a
hypoxic environment with higher cabin
altitudes. Thus active ulcers are disqualifying for FAA certification until they
heal and the patient’s blood count has
returned to normal.
DIAGNOSIS
Diagnosing GERD
and PUD is important because not only is
the disease potentially serious, but other
conditions such as heart disease and gall
bladder disease may be mistaken for GI
irritation. Physicians may test the stool
for blood. If blood is detected, suspicion
for an ulcer increases. A blood test called
the CLO test looks for evidence of H.
pylori. Other methods of detecting H.
pylori include the urea breath test, stool
antigens, blood antibodies, and stomach
biopsies. If these tests produce positive
results, treatment to eliminate H. pylori
using two or three antibiotics is recommended. Yet, none of these tests are
definitive for ulcer disease.
The most definitive study is an esophagogastroduodenoscopy (EGD), during
which the patient is lightly sedated and
the physician uses a flexible scope to view
the esophagus, stomach, and duodenum.
Via EGD, direct samples of ulcers
and irritated tissue may be collected to
examine for cancerous changes. Samples
for H. pylori may also be taken. Other less
frequently used tests include measuring
pressures (manometry) and acid reflux
(pH monitoring).
TREATMENT
Most physicians will treat a person with
GERD symptoms conservatively at first.
They will instruct the patient to avoid aspirin and similar pain medications, alcohol,
and tobacco. Frequently the patient has
tried over-the-counter (OTC) antacids or H2
blocking medications. H2 medications ap-
proved for OTC
use include Zantac (ranitidine),
Pepcid AC (famotidine), and Tagamet
(cimetidine). If these provide partial relief,
the physician may prescribe a prescriptionstrength dose of the same medication.
H2 blockers interfere with secretion of
stomach acid in response to food. Antacids
such as Mylanta, Tums, and Rolaids neutralize acid that already has been secreted
but only act locally. Liquid preparations
may be more effective than tablets.
Patients diagnosed with
an ulcer caused by H.
pylori generally are treated
with combination therapy that includes
antibiotics.
Some medications used to treat acute
ulcers include the antibiotics amoxicillin,
metronidazole, tetracycline, and clarithromycin. Usually two of these antibiotics are
used in combination with an acid blocker
for one to two weeks to treat ulcers caused
by H. pylori.
Acid production in the stomach is
blocked by two categories of medications, H2 blockers and proton pump
inhibitors. Both block production of a
histamine that normally would stimulate
acid release into the stomach.
H2 blockers include Tagamet, Zantac,
Pepcid (famotidine), and Axid (nizatidine).
Proton pump inhibitors include Prilosec and Zegerid (omeprazole), Achiphex
(raberprazole), Protonix (pantoprazole),
Prevacid (lansoprazole), and Nexium
(esomeprazole). They block an enzyme
system in the cells that line the stomach
and thus block the final stage of acid production. They are very effective in blocking acid released at baseline amounts as
well as acid surges in response to foods.
Ulcers caused by H. pylori usually
respond to one to two weeks of “triple therapy” as noted above. This will eliminate the
bacteria, but healing of the ulcer may take
longer. Those without a demonstrable cause
of their ulcer or with chronic reflux may
be on long-term acid-blocking medication.
Chronic use of these medications requires
reporting on the FAA medical application,
even if the airman has no ulcer.
FAA REPORTING
REQUIREMENTS
FAA reporting of ulcers should include
documentation of how an ulcer was
diagnosed—usually the report from the
UGI or the EGD. Physician notes should
document the treatment, including type
and dose of medication, lifestyle changes
(stop drinking alcohol, smoking, or taking irritating medications), and absence
of symptoms. Blood counts should be
normal to exclude anemia. A follow-up
study (UGI or EGD) to demonstrate the
absence of an ulcer after treatment, typically three to six weeks later, is usually
required. Finally, a statement regarding
any long-term medications and the absence of side effects should be included.
The FAA will routinely require a current
status report from your treating physician at your subsequent physical exam.
To summarize, FAA policy does not
require prior clearance for pilots using
OTC medications for GERD symptoms
but no documented ulcer. These medications, if used chronically, will need to be
reported on the airman’s next FAA medical application on Question 17. Likewise,
pilots who see physicians and are treated
empirically, but do not have a diagnosis
of an ulcer, may resume flying without
prior FAA clearance after several days on
the medications to document the absence
of side effects and adequate control of the
underlying symptoms. The visits to the
physician must be reported on Question
19 at the airman’s next FAA medical exam.
Pilots who are diagnosed with an ulcer
are immediately medically disqualified
until they have satisfactory documentation (see above) and their records have
been reviewed by their aviation medical
examiner or the FAA Office of Aerospace
Medicine. ALPA’s Aeromedical Office will
help pilots fulfill their reporting requirements and obtain FAA clearance.
ALPA members can contact the
Aeromedical Office at 303-341-4435,
Monday to Friday, 8:30 a.m. to 4:00 p.m. Mountain Time, or at www.AviationMedicine.com.
RecentlyRetired
Fellow ALPA Members,
Every year we say good-bye to many
proud airline pilots who retire from the
ranks of airline flying. They have honorably served the profession during
some of our industry’s most turbulent
times. We would like to recognize their
service in Air Line Pilot.
Capt. Tim Canoll
ALPA President
F/O Ken Binder
ALPA R&I Committee Chairman
2014
Capt. Gary F. Forister
United March
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Have you taken
any funny or
thought-provoking
aviation-related
photos?
Put on your thinking caps and send us your wittiest, most entertaining
captions for any or all of these photos to Magazine@alpa.org. We’ll review
the submissions and pick our favorites, which will appear in a future issue
of Air Line Pilot. Please include with your captions your name, status,
and the airline you fly for.
Photo 1: https://www.flickr.com/photos/satransport/8614827293; Photo 2: www.flickr.com/photos/bginch88; Photo 3: ©Susan Boulter
1
Please send them to
Magazine@alpa.org for
possible use in a future
“Caption This!” To be considered, photos should be
high-resolution, at least
one megabyte in size,
and the property of the
submitter. When taking
photos, please remember
to adhere to FARs or CARs
and company policy,
including regulations
regarding using personal
wireless devices in the
cockpit. Now get clicking!
Caption This!
2
3
ALPA Resources & Contact Numbers
National Officers
Executive Vice Presidents
For complete biographical
information on ALPA’s national
officers, visit alpa.org
or scan the QR code.
For more information on which pilot groups executive
vice presidents represent, visit alpa.org/evp.
 F/O Andrew
Massey
(Delta)
 Capt. Larry
Beck (United)
 Capt. Russell
Sklenka
(FedEx Express)
 Capt. Rick
Dominguez
Executive
Administrator
Capt. Tim Canoll,
President
Capt. Joe DePete,
First Vice
President
 Capt. Mike
McMackin
(JetBlue)
CommutAir,
Endeavor Air,
Hawaiian,
JetBlue,
Piedmont,
Spirit
 Capt. Jeffrey
Pruett (Air
Wisconsin)
Air Transport
International,
Air Wisconsin,
Atlantic Southeast, ExpressJet,
PSA, Trans
States
Want to know more
about ALPA’s EVPs?
Scan the QR code.
 Capt. Paul
Stuart, Jr.
(Alaska)
Alaska, Compass, Envoy Air,
Island Air, Mesa,
Sun Country
 Capt. Dan
Adamus (Jazz)
Air Transat,
Bearskin, Calm
Air, Canadian
North, CanJet,
First Air, Jazz
Aviation,
Kelowna
Flightcraft,
Wasaya
ALPA Sudoku (© paulspages.co.uk)
Complete the sudoku puzzle so that each
column, each row, and each of the nine
3×3 sub-grids that compose the grid contain all the digits from 1 to 9.
The solution to this month’s ALPA sudoku can
be found on page 15.
Too easy, too difficult? Tell us what you think.
E-mail Magazine@alpa.org.
Capt. William
Couette,
Vice President–
Administration/
Secretary
Capt. Randy
Helling,
Vice President–
Finance/
Treasurer
Photos: Chris Weaver
5 1 6429 3 78
472583691
8 93 617425
2 4
9
7 73 581 6
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Air Line PilOt
Director of Communications Cathy St. Denis
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ALPA Information Numbers
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Technical Editor Jan W. Steenblik
The following ALPA resources may be reached by e-mail or by dialing, toll-free, 1-888-359-2572
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number, and Membership Administration numbers need to be dialed directly.
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703-689-4173
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703-689-4385
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1-800-746-2572
Membership Administration
Membership Administration
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1-888-359-2572
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and Resources
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703-481-4467
System Board of Adjustment
(Rep@alpa.org)
703-689-4226
Island Air–AIS MEC
808-838-0188
Air Transat–TSC MEC
1-888-337-2033
CommutAir–CMT MEC
440-985-8579
Kelowna Flightcraft–KFC MEC
250-878-7950
Air Transport International–
ATI MEC
505-263-8838
Compass–CPZ MEC
952-853-2373
Mesa–MAG MEC
602-306-1116
Delta–DAL MEC 404-763-4925
*North American–NAA MEC
513-257-7662
Alaska–ALA MEC 206-241-3138
Atlantic Southeast–ASA MEC
404-209-8566
Bearskin–BRS MEC
807-628-5683
Calm Air–CMA MEC
204-471-1000
Canadian North–CNP MEC
780-718-6012
CanJet–CJA MEC
1-800-959-1751
Envoy Air–ENY MEC
817-685-7474
*Evergreen–EIA MEC
618-401-1284
ExpressJet–XJT MEC
281-987-3636
FedEx Express–FDX MEC
901-752-8749
ePublishing Editor Jesica Ferry
Web Coordinators Chris Weaver, Suzi Fenton
Supervisor, Creative Services Kelly M. Barrett
Supervisor, Content Strategy Molly Martin
Supervisor, Multimedia Productions Eric Davis
Contributing Writer Kevin Cuddihy
General Manager Lori Garver
Air Line Pilot is not responsible for unsolicited
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Unsolicited materials will be returned only if submitted with a self-addressed, stamped envelope.
Opinions expressed by authors do not necessarily
represent official ALPA position or policy.
Subscriptions: Subscription rate for pilot mem
bers, $27.50, included in ALPA membership
dues; for students, $41; for U.S. nonmembers,
$55; for foreign, $71.50. Residents of the state
of Washington must add 8.8 percent sales tax. To
subscribe online go to alpa.org/subscriptions or
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Address Changes for Members Only: E-mail to
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Air Line Pilot is printed in the United States and
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United States and Canada who are members of the
Air Line Pilots Association, International.
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Postmaster: Send address changes to Air Line Pilot,
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JetBlue–JBU MEC
603-303-2195
Endeavor Air–PCL MEC
855-PCL-ALPA
Magazine/Graphic Designer Susan Boulter
Organizing
(OrganizingInfo@alpa.org)
703-689-4179
To obtain membership account information or to update your
records or your postal or e-mail address via the Internet, go to the
My ALPA area of Crewroom.alpa.org; or dial the toll-free number
1-888-359-2572 (1-888-FLY-ALPA) and choose menu option 3.
Listed below are the telephone numbers of MEC offices.
Air Wisconsin–ARW MEC
1-800-ALPA-ARW
Staff Writer John Perkinson
Senior Advocacy Writer Linda Shotwell
Jazz Aviation–JAZ MEC
1-800-561-9576
Piedmont–PDT MEC
339-987-1277
PSA–PSA MEC 616-405-3962
Spirit–SPA MEC 765-481-9033
Sun Country–SCA MEC
952-853-2393
Trans States–TSA MEC
412-780-9036
United–UAL MEC 847-292-1700
First Air–FAB MEC
1-877-459-3272
Wasaya–WSG MEC
807-624-7270
Hawaiian–HAL MEC
808-836-2572
*Pilot group in custodianship
Canadian Publications Mail Agreement
#40620579: Return undeliverable magazines sent
to Canadian addresses to 2835 Kew Drive, Windsor, ON, Canada N8T 3B7.
Other Organizations
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ALPA Accident/Incident Hotline
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for an immediate response 24 hours per day. As a
backup number, call 703-892-4180.
To report a safety problem or airspace system
deficiency, call 1-800-424-2470 or e-mail EAS@
alpa.org.
2015 EBCB Schedule
The Association’s Election and Ballot Certification
Board’s schedule for counting ballots is March
10, April 10, May 11, June 10, July 10, August
10, September 10, October 9, November 10, and
December 10.
Any ALPA member in good standing may be
present as an observer during any meeting.
Contact the Association’s Membership and Council
Services Department for scheduling.
Take care of your
ground crew.
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