Fall 2003 a publication for the ALPA pilots at Council 37 at Comair

Fall 2003
Upfront
a publication for the ALPA pilots at Council 37 at Comair
TABLE OF CONTENTS
PUBLICATION POLICY
UPFRONT is a forum for member pilots at the Air
Line Pilots Association’s Council 37 at Comair.
Contributions are welcomed from all members in
good standing. Material submitted should not be
libelous, plagiarized, or in obvious poor taste. Contributions are subject to editing. Material published
in UPFRONT authored by other than a representative or committee of the MEC or either LEC will
be presented as the opinion of the individual author. No anonymous material will be considered
for publication. We welcome comments regarding the newsletter and its contents and urge you
to submit recommendations as to how the publication can be improved.
SUBMISSION FORMAT: Most word processor
languages are supported. NO FAX or handwritten
submissions, please. All printed submissions must
be clear enough for OCR software processing.
Please use paragraph indent and single space
throughout; single spacing between paragraphs.
DEADLINES: The next issue of the UPFRONT will
be published January 1. Its deadline for article submission is December 1.
Deadline
December 1
March 1
June 1
September 1
Issue
January, 1st Quarter
April, 2nd Quarter
July, 3rd Quarter
October, 4th Quarter
Council 37 ................................... 4
MEC ............................................ 8
Tailends ..................................... 16
Editorials .................................. 18
Volunteer Directory ................. 20
Accident/Incident Guide ........ 23
Editor’s Note
Welcome to the UPFRONT, ALPA Local Executive Council 37’s quarterly newsletter. We hope that the content herein will inform you, entertain you, and
perhaps most importantly, provoke you—provoke you to thought, reflection,
and action. Of these, action may well be the most important. I invite you to
peruse the Volunteer List included in this issue and see how many positions
remain vacant. Positions that call out for you; for if you don’t step forward,
who will? Who will carry on the work of serving the pilots of Comair if not the
pilots of Comair themselves? Yes, it takes time. Yes, it takes effort. Yes, it can
be frustrating. But, in the end, we largely make our own destinies by our diligence and perserverance. Some I speak with complain that ALPA doesn’t do
enough; the MEC doesn’t communicate, the LEC does this or that incorrectly.
Well, the answer lies in participation. If you don’t like a particular aspect of
our union performance, GET INVOLVED AND CHANGE IT. That’s how we
work. Democratically. By vote. So attend meetings. Volunteer. Get involved
and help shape your destiny. As one of the founding fathers said in the dark
days of ’76, “We must all hang together, or we shall surely all hang separately.”
All material to be considered for publication must
be submitted prior to these dates, which will be
posted on the ALPA bulletin boards in CVG, announced on VARS and ASPEN, as well as printed
in the current issue. With this in mind, please note:
This is your UPFRONT. If we receive only two articles, we will publish a two-page UPFRONT. We
will no longer hold material until we have enough to
publish.
If you are an officer, we strongly encourage your
input. And all other ALPA members are invited to
submit articles as well. Material may be forwarded
as follows:
ELECTRONIC MAIL:
[email protected]
STANDARD MAIL
Ashley Messenger
4318 Hwy 10
Alexandria, KY 41001
(859) 694-3508
Layout and Design by Peggy Messenger
Cover Photo by Ashley Messenger
2
UPFRONT / Fall 2003
If you don’t see it, ask where it is.
If you’re not wearing it—wear it!
When you’re wearing it—wear it proudly.
Display your ALPA pin!
It is the symbol
of our Association,
our profession,
our Unity!
by Bart Groeneveld
by Bart Groeneveld
Through the years...
Strength from Within
3
COUNCIL 37 — Cincinnati
LEC VICE CHAIRMAN
Allen Cook, First officer
Another summer has come and gone. Before long, we will
be deicing, and the last month of hot steamy weather will
be a warm memory while starting a cold airplane at 0600
somewhere in the north. The 1,400 pilots who spent 89
days away from work and the 400-plus pilots who have
joined us since have endured some of the worst airline economic hurdles in our history. Working together,
Comair has continued to
grow and prosper in this
difficult economic environment. This growing
family must continue to
adapt and stay focused on
the goal of protecting our
careers and livelihoods. I
have highlighted some of
the major accomplishments and some of the
major hurdles that will
help us in the near future.
When the company came
to us and asked us to help
by Peggy Messenger
with cost savings by limiting the APU usage, doing
reduced thrust takeoffs, and single engine taxis, we all stepped
up to the plate. It is important to remember not to sacrifice
safety or passenger comfort to save some money. I am not
asking you to make the passengers swim in their own sweat
or freeze them into ice cubes. If you need it, use it. If you
don’t need it, don’t use it.
4
UPFRONT / Fall 2003
It is important for everyone to remember to listen to the
VARS: (800) 441-3745. It is best way for the MEC to
pass on important information to the pilot group. We try to
update the message every other week unless breaking news
requires an immediate update. We now have a button “4”
that is for LEC business and local pilot updates. If you
have an update, please contact Gwen Alletag, Kevin
Weilein, or me. It is also important to attend LEC meetings if you are able. Before too much longer we will be
preparing for contract negotiations again. The MEC takes
its direction from the pilot group and your issue may not
get attention unless you speak up.
In the last two months, four probationary pilots have been
terminated. In most, if not all, of the cases, the pilot would
still be employed if they would have contacted a status
representative prior to meeting with a chief pilot. Nn case
of termination, probationary pilots have all of the rights
offered by ALPA except the grievance process. We recommend that all pilots, not just the probationary pilots, contact a status rep prior to meeting with a chief pilot. If you
have a conflict with another
crewmember, please contact Pro Standards instead
of the Chief Pilot’s Office.
Steve, Max, Jack, and Jim
are very busy, and our taking care of our own problems will save them time
and may save you from an
unpaid vacation.
Who knew when we signed
the contract two and a half
years ago that the terrible
events of September 11th
would have major negative
ramifications on the airline
industry? Between the massive furloughs and the race
to the bottom of the cost
structure, Comair pilots have come through mostly unscathed. I believe this is a testament to the hard work and
determination of the entire pilot group to make the best of a
bad situation. If you have any questions, please contact me
or any other status rep. Our phone numbers are listed on the
back page of the UPFRONT magazine.
Council 37 Cincinnati
LEC SECRETARY-TREASURER
Gwen Alletag, Captain
SHOW ME
THE MONEY
As your SecretaryTreasurer for Council
37 it is my job to keep track of the allocated dues dollar
expenditures for your local council. You’ll be delighted to
know that your elected representatives have been doing a
good job of staying within their budget for the year.
Out of the budgeted $4,526 for this quarter, $1,471 has been
spent. We were budgeted for $54,306 for the year and have
spent $10,745 as of the end of July. There are expenses incurred that are not reflected in the total; however, we are still
within our budget for the year.
As always the majority of our expenditures are for the phone
systems that are used to make your representatives available for you.
Hotel meeting rooms for our union meetings are another
huge expense, so make sure you get the full use from your
dues dollars and attend those meetings!
The rest of your dues dollars spent to date have been on
postage and other small expense items that add up over
time.
That’s about all I have for you right now so, until the next
UPFRONT.
Take Care and Fly Safe!
Try your hand to identify our next
oddity of the air!
Strength from Within
5
COUNCIL 37 — Cincinnati
sional Standards can be consulted, we cannot enter the situation for legal reasons if it becomes abusive.
LEC PROFESSIONAL
STANDARDS
Another question that still keeps coming up concerns the
protocol involving conflict situations out on line. We have
developed an acronym that sums up the process for you and
is easy to remember. The word is ACTION and here is what
it stands for:
Evan Smith, Captain
Greetings to all! I hope that everyone had a chance to enjoy
the summer a bit and take a break from the day-to-day pressures we face in our jobs. You may be one who sails on
unaffected, but most of us are feeling the pressure more these
days. All of us need to keep control of our tempers when
things get tough. Don’t forget that we’re all on the same
team out on line, and the worst thing we can do when things
get tough is to alienate one another. Captains should be
making sure your crews are taken care of and not pushed
too hard. First officers should be maintaining a positive attitude at all times. Don’t let a hot day and deferred APU get
the best of you. Losing your temper only makes things worse
and could get you in some serious trouble.
by Bart Groeneveld
UPFRONT / Fall 2003
Address the issue with the crewmember in a secure
location.
C
Consult Professional Standards if the issue is unresolved.
T
Talk the issue over with mediation if necessary.
I
Indicate and rank importance of issues based on safety and
professionalism, not personality disputes.
O
Offer compromise while always respecting the crewmember.
N
Never sacrifice confidentiality by discussing the issue with
others.
The idea is to take ACTION before a problem builds up and
a serious incident results. I hope that this will help anyone
with questions. Please call us if you still don’t understand.
If you have an issue to discuss, you can call any one of us,
although I am currently expanding the committee again to
have representatives in both seats of the aircraft. I have listed
our contact numbers below, and they are posted on the ALPA
boards in operations as well. Write them down where you
can reach them if you need them. I apologize for anyone
who has had a problem reaching us, and that is one reason
the committee is expanding. Our workload has also been
increasing, and we want to always be available to you. If we
are flying, leave us a message and we will get to you as soon
as possible. If you have a time-critical issue, try another
name on the list.
I have been surprised at the number of crewmembers whom I
have talked to who have no idea that they can be suspended
for swearing at another employee. The company has strict
guidelines for situations involving swearing, verbal abuse,
and any conflict that could be viewed as threatening to another employee. We have had way too many cases of hot tempers and verbally abusive or foul language. Watch what you
say. Once you say something, it can’t be taken back, and it’s
fully preventable. This is a very serious matter and could result in disciplinary action, so please refrain from using inappropriate language or comments in the workplace. If someone
is abusive to you, report the incident to a supervisor or chief
pilot so that it will be handled properly. Although Profes-
6
A
Another concern we have at Professional Standards is the
increased amount of personal issues that are overflowing
into the work environment. As pilots, we are trained to handle
situations no matter how heavy the load is. We follow checklists and methodically load shed the problems we encounter.
It would be great if it were that easy in our home environments, wouldn’t it? Unfortunately, it’s not, and oftentimes
we hit stress limits that can affect us on the job. Please remember that as pilots we have to be mentally and physically
fit to fly, and if things get severely tough on you, take a sick
day for a mental time out. Safety can be compromised if
your head isn’t clear regardless of which seat you sit in.
Keep in mind that this isn’t an excuse to go fishing anytime
you feel like it, but we all have our limits and need to ob-
COUNCIL 37 — Cincinnati
serve them. Don’t create situations you can’t handle, and
attempt to diffuse the potential time bombs in your personal
life before they explode. If you do get in over your head,
remember you can go talk to a counselor at EAP (Employee
Assistance Program) confidentially at the company. Call
home once a day to check on things if you have a family to
look after instead of escaping into a three- or four-day trip.
This usually helps diffuse
home stresses for everyone.
to keep an eye on the big picture. Respect and help those
around you, and they’ll do the same for you. Don’t be afraid
to ask for help if you need it, and give it if you see a need.
All of us have worked hard getting where we are and need to
stay focused in today’s changing environment. So, take care,
fly safe, and give us a call at Professional Standards if we
can help you.
by Bart Groeneveld
No matter how rough things
get in the industry, we all can
help each other deal with the
variety of issues affecting us.
We should be looking after one
another and not fighting
amongst ourselves. We’ve
been through tough times before and we were successful
because we stuck together. We
have a great pilot group and
an incredible amount of things
to be thankful for, so let’s try
PROFESSIONAL STANDARDS CONTACT NUMBERS
Name
Cell Phone
Home Phone
MEC Chairman: Evan Smith
MEC Vice Chairman: Bobby Lay
Council 37 LEC Chairman: Ryan Miles
(301) 992-5846
(817) 980-1858
(513) 307-3982
(301) 714-0988
(817) 558-8372
(513) 871-6241
Captain Representatives:
Luis Acevedo
Todd Barrows
Tim Miles
Todd Whitaker
Mark Jensen
(432)
(859)
(859)
(859)
(859)
(423)
(859)
(859)
(859)
(859)
First Officer Representatives:
Brian Murphy
Charles Duncan
Ben Jacobs
(305) 742-9541
(859) 912-0775
(214) 415-9280
316-5848
907-1107
466-3454
466-4541
240-7670
344-4987
363-1107
586-5779
441-6167
485-1476
(786) 293-2665
(859) 426-7255
(859) 686-4961
Strength from Within
7
MASTER EXECUTIVE COUNCIL
MEC VICE CHAIRMAN’S REPORT
Cory Tennen, Captain
Another edition if the UPFRONT is
upon us. To me it seems like I just
finished writing for the last edition
and now I have to write for this one.
Where does the time go? I decided
to look at my schedule for a month and really see what I spend
my time on. I was a little surprised.
sure that your representatives are on the same page when we
go to the meeting. So this day began with a breakfast meeting
at around 8:00 a.m. at my hotel. From there we went to the
GO. We completed that meeting before noon, and then met
during lunch to discuss what occurred. Basically, we always
have a pre- and post-brief session, as I do with most every
meeting I have with any Company personnel.
What do you do all month? I had never really thought much
about the question even though I have had heard it many times
from pilots. Not because they are challenging my position;
the pilots who ask really just want to know. Curiosity. They
know I do ALPA work, and that I spend a lot of time traveling, but they just didn’t know exactly what I do. So I decided
to take a typical month and write it out for all to see.
Right after lunch, I met with the MEC Grievance Chairman
to discuss the then ongoing hotel grievance. As you now know,
that grievance resulted in a nine-page MOU. We then proceeded back to the GO, this time to meet with Company personnel for the hotel grievance. This particular meeting was
scheduled to put Company and ALPA committees together to
review what had been written to date based on the grievance
mediation process we had been through. It may seem surprising, but the writing of that MOU took about 8 individual
days with the Company as well as numerous hours/days going over notes, flip charts, and individual and conference calls
in preparation for writing meetings. This meeting ended
around 4:30 p.m.
I chose to look at July of this year. July was scheduled in
similar fashion to most every other month. By the way, unlike most of you, I don’t have my month built in advance.
Usually I have a couple of pre-planned days, but most of what
I do gets scheduled no more than a week or so in advance. I
like to call it ALPA-ready reserve, except that I seem to always be on call and there are no contractual protections to
my assignments.
July actually began with travel to CVG on June 29 ending on
July 1. This trip involved the normal monthly meeting with
the president of our airline. This has been a normal occurrence since we came back from our strike. Each month he
meets with at least two and sometimes three officers of the
MEC. We get a general overview of the Company and of the
operation. Small insights into the future are sometimes passed
along, but as is typical of business, our management’s top
brass doesn’t really share the entire scoop. Your MEC uses
these meetings to pass along any concerns we have about
what might be happening at the lower levels of management
and any day-to-day issues that pilots would like our president to know. These meetings have always been very cordial
and usually last no more than an hour. One thing our strike
accomplished was direct communications with top management personnel. In all the years I have been at Comair I only
know of a couple of meetings our former president ever had
with our MEC, and those meetings were done not out of professional courtesy but due to major problems at the airline.
Prior to going into these meetings, I, along with any other
ALPA officer who will be present, have a premeeting to en-
8
UPFRONT / Fall 2003
The next day was July 1, and this day was spent with management going over the Flight Crew Policy Guide as well as
in Contract Administration. Even though our meeting with
management began around 1:00 p.m., I, along with other
ALPA volunteers who took part in this meeting, met in the
morning to prebrief. Normally the CA meetings take about
four hours, but this day with the added agenda of the FCPG,
it lasted about six hours. Once that ended, I caught a flight
home to Orlando. Then the July 4 holiday occurred, and luckily
I was at home. Working, but at home. I’ll describe more of
the at-home work later.
On Monday the 7th I again traveled to CVG. This week I
spent Tuesday, Wednesday, and Friday with management
writing the hotel MOU. We spent about four hours together
each day. While I was there I would also talk to other Company personnel discussing a variety of individual pilot problems. Before each of these meetings and again on Monday
and Thursday, I worked in the MEC office. While I like going to our office, it is hard to work there. The usual hubbub
makes getting any real work accomplished difficult at best.
Too many distractions. Not only are pilots coming and going or calling the office, but when it is known I am there,
many of our committee members show up to get an under-
MASTER EXECUTIVE COUNCIL
standing of particular contractual issues which they may be
dealing with. While I enjoy their company, it does interfere
with the amount of work I can accomplish. I finally traveled
home late Friday night the 11th.
Saturday morning I went to the airport again, this time to
pick up another ALPA committee member. This Saturday and
Sunday, the 12th and 13th, I was having a two-day meeting
at my house discussing events that are occurring outside our
airline but which could affect ours. Advance preparation for
what might occur is an ongoing occurrence with the MEC.
Many may not understand or like to believe it, but we spend
many hours a month observing and planning for contingencies, not just on what has occurred. Saturday’s meeting went
from around noon to 6:00 p.m. and Sundays meeting from
10:00 a.m. to 4:00 p.m. The topic really isn’t a secret; we
were planning for what turned out to be management’s attempt to adjust areas of our Agreement. Your MEC doesn’t
like to get caught unprepared, and in fact we had been anticipating such a request for quite a while. Without knowing for
sure if it would happen we simply didn’t advertise our
behind-the-scenes discussions.
On Tuesday through Thursday (15–17) I was in Washington,
DC, to take part in a joint Collective Bargaining/Bilateral
Scope Impact Committee meeting. As directed by the ALPA
Board of Directors, these two committees have various functions and sometimes they overlap. Currently they are in that
overlap scenario, and again I will soon be heading to DC for
another meeting, which by the time you read this will have
already occurred. I left on the 6:00 a.m. flight out of Orlando
on the 15th and arrived back on the 17th around 6:00 p.m.
I got back just in time too because I left again on Monday the
21st for three days of recurrent ground. Yup, I had my recurrent in July and the last trip I flew ended on June 22. I did
manage to get a quick two-day trip for Friday–Saturday in
between the ground and sim portions (Bill Baker was kind
enough to simply give me his trip and take the personal pay
hit), so at least I would fly something during July before my
checkride. By the way, that was scheduled for Sunday and
Monday (27 and 28). I went home after my checkride on
Monday night.
But not for long. Early Wednesday morning I left to go to
ATL for a meeting with the ASA MEC chairman and other
ASA pilots. We try to meet whenever we can to get face-toface time. Sometimes just a phone call won’t do. Our ongoing relationship with ASA is better than it has ever been. This
meeting lasted most of the day, and I caught a flight home
that evening.
As I said, a typical month for me. I was out of town for ALPA
work 12 days, 5 days for my recurrent, with another day
thrown in. For this month, the recurrent caused an even larger
problem, as I had to do double duty by performing recurrent
and ALPA work on those same days. I managed to have 11
days at home that month. Of course, those aren’t really days
off. Don’t forget that two of those days were for a meeting
scheduled at my house.
When I am home that time is spent doing all the ALPA work
that can’t be done while on the road. I can typically spend upward of six hours or more just on the phone; talking to the
Company, pilots with various issues and questions, committee
members with issues and questions, our Contract Administrator on various issues of the day, various ALPA staff dealing
with any number of problems/grievances, and with members
of our own MEC. I speak at least twice daily with JC and try at
least once a week with Bill Baker (who gives enormous help in
dealing with transition issues from our 1996 LOA to our current Agreement). Naturally, I am also available to the status
reps when they need assistance, and I usually speak with one
or more of them several times a week. Additionally, I am available to our various committee members and speak with many
of them on a daily basis. Many a day I have gone through the
batteries of both my home phones and two batteries on my
cell, and then, egad, I need to hook up that dreaded old fashioned phone with that attached handset.
But my time at home is not yet done. I also have e-mails to
read and answer. Try as I may, it sometimes seems like a long
time before I answer your e-mails or phone messages, but
often it is because either I am not at home right then, or more
often than not, I need some time to research the issue or get
an answer from the Company. I don’t like giving spur-of-themoment answers. I learned a long time ago that can get me
into trouble. I also have various meetings (many of which I
stated above) to prepare for. That entails researching contracts, schedules, legalities of law, etc.…
Of course, let’s not forget that wonderful Web board. I try
to get there once a day if possible to answer any contractual
questions I see. You may notice I occasionally answer other
questions as well, but I try to stay away from the no-win
threads that appear. Anyone can argue on any given subject,
and, frankly, I know for a fact that you can’t really have a
one-sided conversation there because too many pick and
choose snippets to try to make a point. Besides, it takes
very little effort to say something disparaging about any
particular subject matter or person without any facts to back
it up. I try not to lend my hand at it. But sometimes… Oh
and by the way I also talk regularly with MECs and nego-
Strength from Within
9
MASTER EXECUTIVE COUNCIL
tiators from other airlines that are, or are soon to be, in direct negotiations with their management.
the MEC then. But there are no secret documents, never
have been that I know of.
So in the month of July, you might wonder how many days
off I really had. I might have taken most of a couple of days
off, but the reality of it is that any day I have usually comprises some ALPA work. It is a never-ending job. With close
to 1,800 pilots now we have a lot of work being done, and I
am basically an administrator with many committee members working in coordination under me. My usual at-home
day is 4–6 hours of direct ALPA work (not including the
phone) with the rest of the day for my personal life. That
then leaves me with the extra time I need to write the Q&As
and UPFRONT articles.
I’ve also heard lately there are those who want to recall the
entire MEC. That happens periodically. I suppose they have
a reason, though not one of those who are involved in that
movement has ever discussed any issue in dispute with me,
so why they want to recall me is always a complete unknown.
I can’t help but wonder who they will replace us with and
what history they may have in leadership. I remember a while
back someone who ran to be a status rep claiming that he
would clean up the corrupt MEC. Unfortunately, he was already on the MEC, and I could never figure out if that meant
he would clean up himself or not. But I digress.
By the way, I am writing this article during the week of September 19. Your MEC has been in Seattle for a special MEC
meeting. From there I am going to CVG for four days. All in
all, I will be on the road this time for 7–8 days. And this week
I am on vacation. Vacation, I might add, that had been deferred during the entire time we were in negotiations. I didn’t
take any vacation during that five-year period (leading up to
and through negotiations and implementation and now into
this year). My vacation was scheduled a year ago (during the
normal vacation bid process), and now that I have it, guess
what I am doing?
I also hear we don’t communicate enough. But when was the
last time you listened to the VARs, or called a status representative to get some info, or went to an LEC meeting, or
read the Q&As sent to your home, or...? Well, you get the
point. We do try to communicate. Each and every status rep
and committee member is always ready and willing to help
and discuss any issue you might have. If they don’t know the
answer (and that happens a lot when dealing with the contract), they will get you the answer. Can we do more? Sure we
can always do more and we are always on the lookout for
new ways to accomplish this. But it is not always as easy as
you may think, nor as inexpensive. Any form of communication costs money and when the MEC spends money, then we
are accused of misappropriation of funds and the recall nonsense begins again. It’s an interesting circle.
But don’t get me wrong; I actually like the work I do. It is a
very satisfying feeling, for instance, when I am able to call or
e-mail a pilot to tell him or her that I solved their problem and
a check is on the way. Of course, not all answers are what a
pilot may want to hear. I certainly feel the pain when a pilot
calls to complain about a situation that just happens to be
contractually allowed. I try to give an honest answer and even
go into some negotiating history to help explain the issue.
Most of the time that helps the pilot understand the reasoning, but sometimes no answer is good enough and the pilot
goes away upset. I can’t change the Agreement; I won’t argue
a position with management I know wasn’t agreed.
So what do I do when I am off doing your ALPA work? Not
much, I guess. Well, that’s certainly the position of some
who are always trying to discredit the MEC. It doesn’t matter what MEC or who is in charge, there are always those
who feel we don’t do anything or are always doing the wrong
thing. Even now, there are those out there who feel the MEC
has signed some secret documents with management. Where
and why do these rumors start? I wish I knew. I’ve heard
that ever since I got hired at Comair, and I wasn’t a part of
10
UPFRONT / Fall 2003
So that’s my month. But remember, there are many ALPA
volunteers. Not all have schedules like I do, but all of us do
quite a bit of work. We do it not only because it needs to be
done, but also because we care about our fellow pilots. All of
us feel that Comair pilots are the best in the industry, and we
want to ensure we remain so. Your MEC is always looking
for additional volunteers, and if this hasn’t scared you away,
please contact your status representative and offer your services. You don’t need to spend as much time as I do, even a
couple of hours a month can help.
On another note, we all know that management has been trying to get costs under control. I won’t go into the pluses and
minuses of whatever they may be doing. I’ll leave that to others. Just remember one thing. This pilot group is the best
there is. We proved that through 89 long days. Let us not lose
that unity. Our fight is and always has been with management, not ourselves.
MASTER EXECUTIVE COUNCIL
MEC GRIEVANCE REPORT
Robert Renko, Captain Representative
In summary, Grievances 02-01GG, 02-08-37, 03-02-GG, and
03-03-GG are the only “OPEN”
grievances.
I’ve posted the hotel grievance
with a brief overview because of the immense amount of work
and effort that went into the eventual MOU, all nine (9) pages
of it!
I would like to convey my special thanks to the following
individuals, all of whom were deeply involved in the hotel
grievance from beginning to end.
Captain Cory Tennen, CMR MEC Vice Chairman
Captain Matthew Lamparter, CMR MEC Hotel Committee
Chairman
Mr. Walter Darr, Vice President – Labor Relations
Mr. Pat Ryan, Director – Crewmember Services
GRIEVANCE SUMMARY
Grievance #
02-01-GG
Status
The grievance was filed and processed in a timely manner. Right from the very beginning, the
Association and the Company have agreed to disagree, thereby proceeding to the System Board
of Adjustment. The System Board, which consists of a formal hearing with the Association,
Company, and a Neutral Arbitrator, took place between December 2002 and April 2003. This
arbitration required two (2) formal hearings. The hearings are chaired by the Neutral and are
similar to a Bench Trial. The Initial decision has been received and is not positive, therefore the
Association and Company have exercised their rights to Executive Session. The process going
forward can be lengthy and for the most part, is out of our control, reference timeframes.
02-08-37 (FORD)
The grievance was filed and processed in a timely manner. The Company denied the grievance
at the Initial hearing. The decision has now been made to proceed to the System Board of
Adjustment. Next on the agenda is to find a mutually acceptable Arbitrator. This will probably be
complete by mid November 2003.
02-11-GG
The hotel grievance has traveled down a path where no grievance has ever gone before on the
Comair property. For the first time ever, Grievance Mediation was used to work through years of
disagreement between the parties. The process is positive with hope to find common goals
between the parties. Prior to the hotel MOU being signed, the hotel section of the current PWA
was about four (4) paragraphs in length. We’ve added a completely new process on hotel selection.
It is very specific with checks and balances in place, if and when disagreements arise. The new
hotel MOU is approximately nine (9) pages in length. A lot of hard work went into this agreement
by a lot of people volunteering their time.
If you encounter a problem at one of our hotels, be sure to contact Captain Matthew Lamparter,
CMR Hotel Committee chairman, or one of his committee members.
03-02-GG
This grievance comes to life because of disagreements between the parties in the area of NonFlying Pilot duties. It was filed and processed in a timely manner. The Company denied the
grievance at the Initial hearing. The decision has been made to process the matter to the System
Board of Adjustment. The process to find a mutually acceptable Arbitrator takes place in early
October 2003. Once an Arbitrator is chosen, the timelines vary on when a formal hearing will
convene, two (2) months and to as much as eight (8) months are possible.
03-03-GG
This grievance comes to life because of a disagreement between the parties in the area of
integration or transition issues and the appropriate remedy. It was also filed and processed in a
timely manner. The Company denied the grievance at the Initial hearing, and therefore we have
decided to proceed to the System Board of Adjustment. The process to find a mutually acceptable
Arbitrator takes place in early October 2003.
If you have any questions regarding any of these files, please feel free to contact me or Captain Bob Luther, Council 37
Grievance Chairman. You can also get up-to-date information from any of your status reps or MEC officers.
Strength from Within
11
MASTER EXECUTIVE COUNCIL
HOTEL REPORT
Here’s where you come in—PLEASE COMMUNICATE ANY AND ALL PROBLEMS WITH LODGING VIA CCL! We can’t fix a problem if we don’t know
about it. (More on CCLs later.)
Hello again from your MEC Hotel Committee! As this is
being written, summer is winding down and fall is slowly
drawing near. This means that in no time you’ll be worrying more about deicing than about avoiding thunderstorms. With any luck you’ll get this copy of UPFRONT
during a time when you’re worrying about neither. That
will give you time to read this and the other informative
articles in this publication. Your various officers and
committees are working hard to make your working experience a good one, so make sure that you take this information with you when you’re out on line. Knowledge
is power!
In short, know what standards your lodging facilities must
meet, and if they are not met, let us know.
Rick Sanders, Captain
With that in mind, your Hotel Committee would like to
bring you up-to-date on the developments of the last few
months, as well as remind you of “the usual stuff.”
NEW MEMORANDUM
OF
UNDERSTANDING
In July, your MEC and the Company signed a Memorandum of Understanding (MOU) to clarify the contractual
obligations of both the company and the union as they
pertain to the selection and approval of crew overnight
accommodations. This MOU is a significant step for us
and will help the Hotel Committee ensure the quality of
your lodging.
While you should read the entire MOU, much of it refers
to timelines used by the union and the company during
the hotel selection process, and this process will be more
or less invisible to someone not involved. For the line
pilot, the most important part of the MOU is Section E.2.
This section lists the “core criteria” that all hotels must
meet. In short, all facilities must be clean, safe, quiet,
and secure, must provide reliable and prompt transportation, and must provide a suitable eating facility (the
company or hotel may provide free transportation to the
eating facility if one is not available on site).
By now you should have received a “Get Real Answers”
Q&A handout from your MEC, which details your rights
and responsibilities under the MOU. Knowing what criteria your lodging must meet is the first step. The second
step is to communicate any deficiencies to the Company
and your Hotel Committee so that we can either rectify the
problem or, if necessary, move to an alternate property.
12
UPFRONT / Fall 2003
PROPER CCL PROCEDURE
Per the MOU, CCLs are the only way to communicate
hotel issues (both positive and negative) to the committee and the Company. There are three ways to submit a
CCL (Comair Communication Log). Two of the ways
have been around a while; one is fairly new.
One: The paper CCL method is tried and true and has
been around the longest. These are kept in the pilot lounge
with the other Comair forms. The paper format is just
fine with us, with one condition: If you turn in a paper
CCL, please put both copies of the CCL in the V-file of
the Hotel Committee chairman, Captain Matt Lamparter.
Matt will keep one copy of the CCL, and turn the other
copy in to the company. This will ensure that the committee is notified of the problem at the same time the
company is.
Two: The EPIC website has a section where you can fill
out a “digital” CCL. This can be a quick and easy way
to complete a CCL. However, we still need a copy of
your information. Make a copy of your form, copy it
into your word processing program, and either e-mail it
to Matt Lamparter or leave a hard copy in his V-file.
Three: Very soon (hopefully by the time you read this),
there will be a CCL function on the Hotel Committee
section of the Comair MEC Web page. The advantage of
submitting a CCL using this method will be that a copy
of the CCL will be automatically submitted to the committee, eliminating the extra steps in options one and two
above. This will be the preferred method of submitting a
CCL to your Hotel Committee. A tip of the pilot’s cap to
Captain Brian Moynihan, whose computer expertise
makes this new function possible.
One last word on CCLs. Quite often, either out on the
line or in the pilots’ lounge, I get feedback on one of our
hotels from someone who knows that I am on the Hotel
Committee. I welcome this feedback, which helps the
committee focus its energies on problem hotels. However, after getting this feedback I will often ask if a CCL
MASTER EXECUTIVE COUNCIL
was filled out, and a majority of the time the answer is
“no.” This is a continual source of frustration to me and
to the rest of your Hotel Committee. We spend a great
deal of time on hotel issues, yet a number of you will not
spend five minutes to effectively communicate these issues to us. Without a CCL, our effectiveness is drastically reduced. Think about it: What’s more effective?
Going to the company with five CCLs in hand describing the same problem, or calling them up and saying,
“Well, um, ah, a lot of people are complaining about…”
In short: Don’t complain if you didn’t write a CCL!
TRANSPORTATION
Transportation issues are historically the number one issue we deal with. In an ideal world, on every overnight
we would be greeted by a smiling driver who arrives just
as we are walking out of the terminal. Alas, this is not
always the case, so knowing your contractual “rights and
responsibilities” is very important. I will cover two transportation issues in this article.
Transportation Issue #1: Calling the hotel for a van
pickup. DON’T!! The Hotel Committee is trying to break
pilots of this habit, which persists from “the old days.” A
few years ago, the Company and the Hotel Committee
created a new way to ensure that transportation would
be waiting for crews when they were done with their day.
Our hotels had become dependent on a call from either
the crew or the ramp personnel to send the van. Since
both groups are often attending to more pressing matters, “no van” was the frequent result. To fix this, we
have made the hotel solely responsible for knowing our
arrival time and having the transportation ready. The hotel
staff have a number of ways to accomplish this: the Delta
website or reservations line, or a call to the company
hotel desk. This system has markedly reduced transportation problems.
The problem is this: if you are still calling the hotel
for pickup when you land, you are “training” the hotel
to depend on that call. And, if the following night’s
crew doesn’t make the call, the van might not show
up, since that hotel’s been “trained” to wait for a call.
To put it another way, if you call every night when
you get in, you might get your van, but in the long
term you’ll decrease the transportation reliability for
all the crews that stay after you. We’re all in this together, so do the right thing and let the system work as
it was designed to.
Transportation Issue #2: The “35-minute rule.” Your
working agreement (Section 5.A.4(a)) spells out how soon
the van must pick you up upon arrival. Simply put, the van
must arrive no more than 35 minutes after block-in, after
which time you may take a cab to the hotel. The hotel must
pay for this cab ride, but if they refuse, the captain should
pay the driver and submit the receipt to the Chief Pilot’s
Office for reimbursement. Before you use alternate transportation, you must notify Scheduling. After notifying
Scheduling, ask them to transfer you to the hotel clerk so
that they can remind the hotel of their obligation to pay for
this alternate transportation. (In cities like MCO or SAV,
where a third party provides transportation, the hotel will
not pay for the cab, and the captain should submit the bill
directly to the Chief Pilot’s Office.)
The “35-minute rule” is an excellent example of why it
pays to know your working agreement. It is very frustrating to hear of a crew who waited an hour for transportation. This is completely unnecessary. Your working
agreement is quite clear on transportation issues, so take
advantage of the benefits negotiated for you! (Of course,
when all is said and done, fill out a CCL so your Hotel
Committee can track the problem.)
PROBLEM HOTELS
At a recent meeting, the MEC Hotel Committee and the
Company selected MKE and JAX to be evaluated for new
lodging facilities. The process takes a couple of months,
but before long each city should have a new overnight
hotel. We also determined that the hotel in GSO was deficient in several core criteria. Both parties are monitoring
this facility to see if it can improve its standards to meet
the criteria. Feedback via CCL on GSO will be especially
helpful!
SUMMARY
Your Hotel Committee hopes that the paragraphs above
are helpful. As always, we are here to discuss hotel issues that arise or to receive suggestions on improving
your lodging.
Contact MEC Hotel Committee Chairman Matthew
Lamparter at ALPA Aspen #8039, Vice Chairman Seth
Kornblum at Aspen #1394, or this author at Aspen #3587.
A note in any of our V-files will also work.
Your Hotel Committee wishes you blue skies, tailwinds,
and enjoyable overnights!
Strength from Within
13
MASTER EXECUTIVE COUNCIL
Mitch Serber, Captain
Your Central Air Safety Committee has remained very active in promoting a positive safety culture at Comair and in
the airline industry. In the past year we have had some roster changes to the committee that you will note on the Safety
Bulletin Board as well as in the UPFRONT. Please join me
in thanking all past and current committee members for their
dedicated volunteerism.
After over three years of planning and nurturing the seeds
of an Aviation Safety Action Program (ASAP) with Management and the FAA, we are in the final stages of implementing our ASAP for the Comair pilots. Altogether, 28
airlines in the United States have signed ASAP Memorandum of Understanding along with their companies and the
FAA. ASAP will fundamentally change our relationships
with the FAA and Management by providing an incentive
for your participation in addressing safety issues with positive corrective action.
In the coming weeks a detailed pilots’ guide to ASAP will
explain this exciting program. Please read the guide carefully and become knowledgeable of your rights and responsibilities under the program guidelines to be eligible for the
incentives offered by ASAP. Also note that your Safety Committee is available to help guide you through the process of
filing an ASAP report if requested. Although ASAP will add
an entirely new tool to our toolbox, don’t forget the “NASA
Form” in addition to the new ASAP form. The NASA database is separate from the ASAP program and still needs our
data to fuel many important safety activities. One important
exception applies with both of these programs: If you have
been involved in an aircraft accident as defined by Part 830
or believe that it may be classified as an accident due to
injury or dollar value of damage, call the ALPA Hotline
immediately, and do not file any reports without first consulting with your ALPA legal counsel.
ALPA Safety Committee members have been active participants on several Company committees addressing many
operational areas. Several issues of concern cover both
ground and flight operations with altitude deviations and
taxi incursions leading the list. While the Company has implemented several changes, the CASC continues to evaluate
our flight operations and provide further input for any fu-
14
UPFRONT / Fall 2003
ture procedural changes. Our taxi environment can be especially challenging and we have unfortunately seen several
runway and taxiway incursions in the recent months. Good
pre-taxi briefings along with both pilots staying in the loop
with a taxi chart will help trap potential errors before they
become a runway incursion. Use active CRM techniques
and consider delaying that “on the deck” call for a low
workload time when all runways have been cleared.
We need to collectively begin to change our mindset on the
flight deck and actively monitor the performance of our aircraft regardless of who is the “Flying Pilot.” The concept of
“Non-Flying Pilot” promotes a passive mentality that has
not served us well since its introduction. Perhaps we should
consider the active process of “Pilot Monitoring” as a better
moniker. This more appropriately describes an active process that complements the “Pilot Flying.” In fact, recent data
presented at ALPA’s annual Air Safety Forum shows that a
lack of active pilot monitoring was among the leading causes
of pilot deviations.
The highly automated airline flight deck of today is a modern-day miracle when we look back at the first 100 years of
powered flight. However, with all of the improvements to
safety that automation and technology have brought, it is
still the human that controls the aircraft. That is true if you
are hand-flying the aircraft or flying the autopilot. Fly the
airplane, don’t let it fly you! Fly safe!
by Bart Groeneveld
CENTRAL AIR SAFETY
COMMITTEE
MASTER Executive council
MEMBERSHIP
COMMITTEE
Baron Bryan, Captain
So far this year, as of September 1, Comair has hired over
200 pilots. Our seniority list now stands at 1,734 pilots:
1,368 active members, 317 apprentice members, 15 nonmembers. The rest are military leave (22), and personal/
medical leave. Hiring is not as brisk as it was in the beginning of the year. But that is typical.
2002 Retirees
Date of Hire
Retirement
Bruce Lange
02-02-90
02-17-03
Years of
Service
13+
Hector Castro
06-24-85
03-23-03
17+
Once again, if you have moved, please let us know your
new address. It is not hard to do. You can do it online at
ALPA.org, you can call the MEC office at 859-282-9016,
or you can leave the new address in my V-file in the pilot
lounge.
John Simon
07-05-88
05-18-03
14+
Alvin Kontrick
04-23-90
05-18-03
13+
Arthur Allison
08-14-89
05-27-03
13+
Steve Mote
11-26-90
06-01-03
12+
Do not forget to give a helping hand to the new-hires if they
need it. They are being given the half-wing ALPA pins to
help you recognize them.
Donal Scott
01-16-89
07-15-03
14+
James Day
05-08-89
08-25-03
14+
Michael Tate
05-04-90
08-26-03
13+
As always, volunteer. Use your talents to make this a better
union and a better company.
NON-ALPA
Pilot
MEMBERS
Seniority #
2
5
8
11
26
47
55
56
67
139
140
147
314
385
1400
Pilot
William Moore
Mike Stuart
Don Adams
Mike Walker
Gene Johnson
Mike Piper
William Brundage
Rick St. Onge
Brian Schimp
George Brengel
Matthew Braun
Wayne Wolke
Morris Morgan
David Soaper
Charles J. Via III
This list is for informational purposes only.
Any questions should be addressed to your LEC and MEC
by Bart Groeneveld
The following individuals are on the Comair pilot seniority list and, as of this
printing, are not members of the Air Line Pilots Association.
representatives or the Membership Committee.
Strength from Within
15
Tailends
items of opinion, interest, and humor
Note: This section of the newsletter is tailored for publication of material written by ALPA members who want to make their views
and opinions known to the pilot group. Material included does not necessarily reflect the policies and views of ALPA, the Comair
MEC, or this publication, and is meant only to be thought-provoking and informative.
I OPINE
by Captain Lee T. Napoli
It has been a long while since I have
written down my thoughts in this publication. I am especially appreciative of
Ashley’s time and efforts in making this
medium available to us. It has long been
my view that differing opinions are
healthy in any organization, and the
UPFRONT is unique in that it allows
anyone to express his or her opinions
for all to see. I’ve had some thoughtprovoking conversations with individual
pilots, but I just wish that some of you
would put pen to paper for others to see.
More importantly, without open discourse, we are limiting our knowledge
by which to make sound judgments. For
example, did you know that if our brethren down south were foolish enough to
strike, we would have to cross their
picket lines? It’s because of a benignlooking letter of agreement (page XI)
signed in 1988. This benign-looking
LOA abrogates what would have been
our right under the Railway Labor Act,
and violates ALPA policy.
How about scope? Oh, don’t go there,
girlfriend! If only you could have witnessed the havoc created by a then unknown and seemingly insignificant
corporation in the early eighties. Texas
Air Corporation and its famous founder
Frank Lorenzo would become an anathema to an entire industry. We can all
thank Frank for any scope agreements
around today.
So, do we throw away the baby with
the bathwater, or do we sit down and
16
UPFRONT / Fall 2003
reach some kind of amenable agreement? That would be my desire, but
unfortunately a third party (judge)
might make that decision now. Court
decisions are like a box of chocolates,
if you will. That is not to say that we
don’t have a reasonable grievance, but
I would rather attempt to settle it without attorneys involved.
ALPA has certainly had its share of acrimony in years past: American Airlines,
circa 1963, TWA-Ozark and NorthwestRepublic mergers, and the Eastern Airlines debacle among others. We are in
such a dynamic industry that what appears to be a sound judgment today
might come back and haunt us tomorrow, e.g., the United ESOP.
In the end, ALPA has weathered these
storms, and my guess is that they will
weather this one, too.
Now, there is just one more thing that I
would like to get off my chest before I
end this cathartic endeavor. I want to
go on record declaring that I favor hiring any furloughed union pilot, regardless of whether they give up their
seniority number, because it’s the right
thing to do. William F. Buckley Jr. once
said, “The best defense against a usurpatory government is an assertive citizenry.” I prefer to think that an assertive
citizenry will prevent a government from
becoming usurpatory.
That’s where you come in. Regardless
of what you think of my opinions, participation without fear of reprisal or ad
hominem attacks is what makes a democracy work.
GALEN
GAY &LESBIAN EMPLOYEE NETWORK
Mission Statement:
Our mission is to support and foster
positive and professional attitudes toward GLBT employees, their coworkers, and members of management. We
will provide educational and resource
information to all employees at Comair/
Delta Connection.
Objectives:
Provide leadership and a positive role
model for other GLBT employees.
Provide a support system, encouragement, and to foster positive GLBT attitudes in the workplace.
Organize employees into a professional
GLBT employee group.
Provide educational and resource information to senior management concerning GLBT issues.
Provide fun, social events, and professional contacts for GLBT employees
and their supportive coworkers.
GALEN Homepage:
www.hometown.aol.com/galenpride
Meeting Schedule:
October 2 & 20, 2003
November 6 & 17, 2003
December 4 & 15, 2003
Contact the following for location of
meetings and any information:
Captain Russ Stark, Chairman
FA Larry Sprouse, Co-Chairman
F/O Paul Baltzer, F/O Representative
Monica Furr, Maintenance
Robert Humes, CAK operations
TailEnds
MYSTERY AIRPLANE
by Ashley Messenger, Captain
The French, it turns out, borrowed the
name Airbus from none other than
Giuseppe Bellanca, whose firm designed
last issue’s Mystery Airplane. This is
the P-200 derivative of the Bellanca Airbus, fitted with a 375 horsepower
Wright Cyclone engine.
The name was “selected to convey the
impression of a big, reliable, everyday
air transport.” First flown in 1930, the
P-100 version, powered by a geared 600
hp Curtiss Conqueror engine, was envisioned to be an aircraft that could haul
heavy loads at high speeds, easily convertible from 12 to 15 passenger seats
to all cargo or cargo-passenger mix.
The unusual configuration of this airplane is what makes it particularly noteworthy. Often referred to as
“sesqui-plane,” it features a large, highmounted main wing and lower stub
wings of wide chord, set at an exaggerated anhedral. The fixed main landing
gear is mounted to the ends of these stub
wings, and bracing struts extend from
here to the upper wing. Never one to
accept drag without payback, Bellanca
even configured these struts as lifting
surfaces.
Mounting the landing gear in this fashion produced a tread stance of nearly
18 feet, making the big taildragger docile in ground operations. Otherwise, the
aircraft was of conventional construction for the time, with a welded chromemoly tube fuselage, spruce wing spars
with plywood truss ribs, all covered with
fabric.
One unique feature of the Airbus interior was that the steel-framed passen-
BELLANCA P-200 AIRBUS
ger seats were raised from the aisle floor
over 12 inches, providing under-seat
baggage stowage without sacrificing
legroom, a feature that might find passenger approval even today!
The aircraft could be fitted with floats
(Model P-200A), and several were outfitted with plush custom interiors for
private owners. The Army Air Corps
bought 14 of the aircraft for utility transport work, 4 with the geared Conqueror
water-cooled engine (Y1C-27) and 10
powered by the 650 horsepower Pratt
and Whitney Hornet radial (C-27A). All
of these airplanes eventually received
higher powered Wright Cyclone engines,
becoming C-27B and C designations.
Even with only 575 horsepower, the
Airbus posted some impressive performance numbers for the day. The airplane was big, 42 feet 9 inches long
with a 65-foot wing span. The design
empty weight was 5,155 pounds and
useful load 4,435 pounds. Equipped
with a “speed ring” engine cowl, the
airplane could attain a top speed of 143
mph, but cruised at 122. The flexible
interior design allowed the operator to
choose either short-range, high-payload operations or maximum range, as
the 200-gallon fuel supply could feed
the Hornet for six hours.
It was unfortunate for Bellanca, as it
was for a number of airplane manufacturers, that this wonderfully capable
design hit the market in 1931, when
world-wide depression meant few customers lined up to buy it, and like many
other aircraft of its day, the Bellanca
Airbus faded into obscurity. Here is an
interesting side note, however. Rick
Sanders asked me if the airplane was a
Noorduyn Norseman, which of course,
it wasn’t. But if one were to check the
Bellanca Company’s corporate officers
for this time period, as vice president
and assistant engineer, you would find
one Robert B. C. Noorduyn!
Strength from Within
17
editorials
EDITOR’S CORNER
Ashley Messenger, Captain
LOOPING, ROLLING, & WORKING
I imagine that many of you are aware
that I participate in the sport of competition aerobatics. It has everything you
could want from a sport: physical demands, competition, camaraderie, and
the opportunity to part with cash.
You might ask what an aerobatic contest has to do with the business of
ALPA. Cory Tennen’s fine article made
me realize that they have a great deal
in common.
Long before the first snarling Pitts
Special swoops into the box turning
3,700 RPM, interpreting “wing-wag” as
90-degree banks, over 30 volunteers had
to expend time and effort to bring the
competition together.
Volunteers organized and advertised.
They tramped through mud, snakes, and
soybeans to lay out the box markers.
Then, they sat on lawn chairs in sweltering heat to judge the flights. They sat
alone in the boondocks at the box corners to act as boundary police.
Most of these folks are NOT competition pilots. Yet they will labor and sweat,
sunburn and dehydrate, willingly and
faithfully, all so that I and 20 or so acro
pilots can dance in the summer sky.
They show up rain or shine, heat or cold.
They are the backbone of the International Aerobatic Club.
18
UPFRONT / Fall 2003
All the pilots do, of course, volunteer.
In addition to flying, they will judge,
assist, run scores, haul water, push airplanes. But, there aren’t enough pilots
to run a contest. We depend on the nonpilot volunteers.
Without them, there would be no competition aerobatics in the United States.
Have you figured it out yet? Without
volunteers, there also would be no
ALPA. There would be no contract, no
work rules.
No Grievance Committee, no one looking over the company’s choice of overnight accommodations. You would face
the chief pilot alone. Life at this little
airline would be entirely different, and
I dare say, worse.
I have heard many pilots disparage our
LEC and MEC representatives, their use
of union leave, travel, and other benefits.
Wild speculation about good times on
the road, spending our dues on lobster
and prime rib.
Listen up. These people toil on our behalf. They sacrifice for us. It is the ALPA
volunteers who have made our workplace what it is today, as compared to
what it could have been.
Now, it is human nature to complain.
But the next time you might feel tempted
to spout off, take a second to ask yourself if you really know what you are talking about. Do you have facts or
speculation? Have you volunteered
yourself? Do you really know what our
ALPA volunteers do?
Help us all, sign up, and get involved!
by Peggy Messenger
I get to attend 5 to 7 regional contests
over the summer season, usually within
300 miles of home. We try to arrive on
Friday afternoon to practice in the contest box, and at 7:30 Saturday morning, we are briefing for the first flights.
by Ashley Messenger
editorials
Next UPFRONT submission deadline: December 1!
Submissions
A great big thanks to all who submitted
material for this issue of the UPFRONT!
I would especially like to thank Bart
Groeneveld for the fine photos you see
sprinkled throughout.
by Ashley Messenger
We desperately need this kind of material! If you pack a camera on your trips,
share some of your work with us. Airplanes, sunsets, candid shots of Comair
people doing Comair things, all these
have a space in this, your LEC newsletter.
Got an opinion? Put it on paper for us!
Remember, we won’t publish inflammatory or libelous missives, but this is the
forum for the sharing of viewpoints and
concerns. It is a great place to try your
hand at writing. You could be an undiscovered Ernie Gann!
Strength from Within
19
ALPA VOLUNTEER DIRECTORY
The following is a listing of Comair pilots who volunteer their time and talents to the positions and committees listed. Feel
free to contact the person most likely to be of help to you with any situation. Any changes or errors should be reported to the
MEC office. To leave voice mail on ASPEN call: 703-689-4220 or 888-FLY-ALPA toll-free and follow prompts.
This list is current as of OCTOBER 2003.
NAME
POSITION
ASPEN
HOME
E-MAIL ADDRESS
MASTER EXECUTIVE COUNCIL (MEC)
Administration
James (JC) Lawson, III
Cory Tennen
Greg Bell
William Baker
Carol Alverson (staff)
Offices and Staff
MEC Chair
MEC Vice Chair
MEC Secretary-Treasurer
MEC Executive Administrator
MEC Office Coordinator
859-578-9777 FAX: 859-578-9893
[email protected]
407-382-3363 FAX: 407-382-4047
[email protected]
407-523-8385 FAX: 407-578-1165
[email protected]
770-386-4860 FAX: 770-387-9879
[email protected]
Office: 859-282-9016/9017
Office:
FAX: 859-283-5533
[email protected]
Street address: 3940 Olympic Boulevard, Suite 120, Erlanger, KY 41018 (next to JoAn Japanese Restaurant, off Mineola Pike & I275)
Voting Members
Todd Griffis
1-888-694-2528
Allen Cook
Robert Renko
Bill Vaughan
LEC Chair C37 and Captain
Representative
LEC Vice Chair C37 and First
Officer Representative
Captain Representative
First Officer Representative
6393
6643
6257
5567
6822
8198
513-936-0727 FAX: 513-936-8345
[email protected]
5544
859-689-5765
[email protected]
8173
5774
859-371-7178 FAX: 859-371-4684
336-327-6102
[email protected]
[email protected]
cell: 513-607-0792
FAX: 812-637-8699
865-671-2986 FAX: same
cell: 865-310-7130
859-586-9107
239-540-7598 FAX: same
614-875-4805
407-381-7897 FAX: 407-381-7897
cell: 407-716-9036
636-456-4811
859-426-7203 cell: 859-866-4111
859-356-1655
859-485-2258
513-574-8649
513-871-7089
513-871-7089
859-581-7755
407-207-6227
513-591-2522
859-586-6363
513-662-6223
513-871-2141
859-556-1288
503-799-8406
513-871-2687 cell: 513-253-1450
859-746-1505
408-460-9669 cell:859-647-0217
[email protected]
MEC COMMITTEES
Central Air Safety
Serber, Mitchell
Central Air Safety Chair
5682
Dean, Alan
3632
Van der Wel, Jeff
Gunther, Todd
Pruchnicki, Shawn
Marshall, Steve
Central Air Safety
Vice Chair
ASAP Coordinator
Chief Accident Investigator
Asst. Chief Accident Invest.
CVG Base Safety Chair
2727
6390
2990
6649
Etcher, Shawn
Moynihan, Bryan
Maguire, Joe
Armstrong, Bill
Rhode, Chris
Jensen, Shauna
Jensen, Robert
Miltenberger, Pat
Murray, Shaun
Raad, Damien
Sewell, David
Fessel, Darryn
Gavin, Brian
Gillmor, Justin
Granger, Scott
Moscona, Eran
Pomponio, Tony
Robles, David
Savage, Julie
Stasik, Phil
AGE Group Chair
Communication Group Chair
ATS Group Chair
HF/TR Group Chair
CIRP Chair
CIRP Member
CIRP Member
CIRP Member
CIRP Member
CIRP Member
CIRP Member
Member
Member
Member
Member
Member
Member
Member
Member
Member
1666
2972
2973
2977
6612
2994
2997
4732
4731
6239
6241
6422
6423
6425
6428
2989
1135
1661
6430
6258
Woischke, Jim
Member
2991
20
UPFRONT / Fall 2003
321-455-2221 FAX: same
cell: 321-223-9007
320-202-1703 FAX: 320-258-0234
cell: 320-492-5727
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
Grievance
Renko, Robert
Luther, Robert
MEC Grievance Chair
C37 Chair
Benzing, Beverly
Member
8173
6963
1828
859-371-7178 FAX: 859-371-4684
859-525-0234 FAX: 859-525-2956
cell: 859-466-5890
513-324-9377 FAX:513-231-3375
[email protected]
[email protected]
[email protected]
Scheduling (emergency Scheduling Hot Line 1 -800-759-8684)
Rezelj, Martin
Viademonte, Alex
Bosma, Rob
Gulsvig, Mike
Aldrich, Tom
Aguirre, Mike
Arillaga, Joaquin
Boerum, Phil
Hock, Leslie K.
Mills, Lee
Rogers, Craig
Sylvan, Jonas
System Scheduling Chair
PBS Committee Chair
PBS Committee Member
PBS Committee Member
Member
Member
Member
Member
Member
Member
Member
Member
1879
1651
5968
1878
-------------------------
859-331-6859 FAX: same
859-426-1704 cell: 859-760-9535
859-282-1720 FAX: 859-282-1730
612-866-3664
859-992-4805
859-689-1771
502-314-6716
859-384-6520
859-442-9157
859-816-4185
859-384-0967
859-586-2138
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
2765
6466
------2980
----------
301-714-0988
817-558-0372
423-344-4987
859-363-1107
513-871-6241
859-694-3383
786-293-2665
859-441-6167
[email protected]
Chair
Member
Member
Member
6643
8302
2836
5397
407-382-3363
205-980-4911 FAX: 205 -980-4912
863-294-3113 FAX: 407 -339-4024
859-384-2468
[email protected]
[email protected]
[email protected]
[email protected]
Web Master
MEC Communication/VARS
UPFRONT Newsletter Editor
2972
6258
4733
859-342-4532
407-455-2221
859-694-3508
[email protected]
[email protected]
[email protected]
Family Awareness Chair
Family Fund Chair
----
859-586-8090
cell: 859-630-0110
[email protected]
[email protected]
Chair
7116
817-557-9774
[email protected]
Chair Strike Preparation
6447
859-746-3667
[email protected]
MEC Hotel ChairEC
MEC Hotel Vice Chair/
Training & Charter Hotels
C37 Member
C37 Member/Training Hotels
Member Emeritus
8039
1394
859-689-9876
513-688-0606
[email protected]
[email protected]
3577
3587
6639
513-253-8508
513-871-4974
812-637-0459
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
Professional Standards
Smith, Evan
Lay, Bobby
Acevedo, Luis
Barrows, Todd
Miles, Ryan
Miles, Tim
Murphy, Brian
Whitaker, Todd
MEC ProStan Chair
MEC ProStan Vice Chair
C37 Member
C37 Member
C37 ProStan Chair
C37 Member
C37 Member
C37 Member
cell: 301-992-5846
cell: 817-247-6699
cell: 423-316-5848
cell: 859-907-1107
cell: 513-307-3982
cell: 859-466-3454
cell: 305-742-9541
cell: 859-466-4641
[email protected]
[email protected]
Contract Administration Committee
Tennen, Cory
Warras, David
Groschopf, Mike
Erickson, Jim
Communications
Moynihan, Brian
Stasik, Phil
Messenger, Ashley
Family Awareness
Hammons, Sandi
Larkin, Ed
Strategic Analysis
Hinz, Eric
Strike Preparation
Schoch, Steve
Hotels
Lamparter, Matt
Kornblum, Seth
Brant, Andrew C.
Sanders, Richard C.
Davis, Russ
Strength from Within
21
ALPA VOLUNTEER DIRECTORY
Other MEC Committees
Dettra, John (Chip)
Ellsworth, Scott
Haney, Bryce
Bryan, Baron
Erickson, James
Groschopf, Mike
Doyle, John (Pat)
Loftice, John
Warras, David
Wright, Chip
Leming, Mark
McGregor, Todd
Aeromedical Coordinator
Jumpseat Coordinator
Jumpseat Comm. Member
Membership
Retirement and Insurance
Security Chair
System Board
System Board
Training Committee
Training Committee
Training Review Board
Training Review Board
6292
5131
6484
2747
5397
2836
1675
2382
8302
5287
-------
321-223-3332
603-357-4938
615-585-9615
513-388-9445
859-384-2468
863-294-3113
863-424-9282 FAX: 863-424-9092
859-384-0457
205-980-4911 FAX: 205 -980-4912
859-689-2066
859-586-4320
502-243-2663
[email protected]
[email protected]
[email protected]
8198
5544
513-936-0727 FAX: 513-936-8345
859-586-5181
[email protected]
[email protected]
8173
5774
5545
6292
---6963
---1394
7341
------2765
5397
6649
4587
2777
----
859-371-7178
336-327-6102
859-689-2924
918-809-8271
---------859-525-0234
---------513-688-0606
859-283-2843
513-233-0116
859-426-0724
301-714-0988
859-384-2468
407-381-7897
407-673-2283
419-433-8515
FAX: 859-371-4684
[email protected]
[email protected]
[email protected]
[email protected]
FAX: 859-525-2956
[email protected]
5397
8142
5684
859-384-2468
321-453-7930 / 859-341-6516
859-491-6744
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
COUNCIL 37 – Cincinnati
Griffis, Todd
Cook, Allen
Renko, Robert
Vaughan, Bill
Gwen Alletag
Hastings, Mike
- vacant Luther, Robert
- vacant Kornblum, Seth
Pendleton, Daniel
Cluxton, Rob
Colglazier, Sean
Smith, Evan
Erickson, Jim
Marshall, Steve
Pacelli, Steve
Schnaitter, Mike
- vacant -
LEC Chair/Capt. Rep.
LEC Vice Chair and First
Officer Representative
Captain Representative
First Officer Representative
LEC Secretary-Treasurer
Aeromedical
Family Awareness Chair
LEC Grievance Chair
LEC Hotels Chair
Hotels – Member
LEC Membership Chair
Membership– Member
Membership– Member
LEC Prof. Standards Chair
Retirement and Insurance
CVG Base Safety Rep
Security
Security
Training
[email protected]
[email protected]
[email protected]
cell: 301-992-5846
FAX: 407-678-3102
[email protected]
[email protected]
[email protected]
[email protected]
MISCELLANEOUS
Erickson, Jim
Ward, Jim
Groeneveld, Bart
National Hearing Board
National Pilot Training Grp.
UPFRONT Editor, Emeritus
[email protected]
[email protected]
[email protected]
The volunteers listed above are requested to update their contact information
when it changes; anyone accidentally omitted or listed in error should contact: Carol Alverson at the MEC office in Florence, KY (859-282-9016/17),
the editor of this publication, or any MEC/LEC officer as soon as practical
for corrections. Thank you!
22
UPFRONT / Fall 2003
Use hole punch to fit Jepp binder
-- continued on reverse side --
7. Fill out a NASA Report within 10 days of the incident and mail it in by
registered mail, return receipt requested. Make a copy of this report
for your records. Prepare, at the earliest convenience, a written memorandum describing the entire incident. You are under no obligation to
show this document to ANYONE. However, your safety representative and chief pilot would both like a report on the incident. If there is
6. In the event you agree to an informal interview/inquiry, you should
secure, IN WRITING, from the FAA an agreement that nothing you
say will be held against you in a certificate action or civil penalty proceeding.
5. You are obligated to aid the NTSB in its investigation of an accident or
incident, but in a reasonable manner and timeframe to ensure that
your rights are protected. Someone other than you should determine
that you are physically and mentally competent to answer questions in
an intelligent manner. Be alert to the fact that you might be in shock
and not know it.
4. If any crewmember requires hospitalization, your ALPA representative, while present, will ensure that the FAA will not have access to the
crewmember(s) while they are in the hospital. There should be no
discussions with the FAA or NTSB representatives while you are on
medication.
3. Make NO statements to the press or the FAA. You are under no obligation to discuss the accident/incident with representatives of the FAA
unless and until you are served with a subpoena. Do NOT talk to the
FAA even casually or informally, until a decision has been made to do
so after you have talked to your representatives. You must show the
FAA your certificate if asked, but never relinquish your certificate to
any investigator.
2. In case of an accident or serious incident, get away from the scene if
you can. Federal regulations do not require you to stay. Often, remaining at the scene is counterproductive to any ensuing investigation. Let a Safety representative, status representative, your chief pilot,
and your family know where you will be.
1. Call from the list on the reverse side of this sheet.
GUIDELINES FOR PILOTS INVOLVED IN AN
ACCIDENT OR INCIDENT
CURRENT:
Today’s Date __________________________________________________
Old Domicile _________________ New Domicile ___________________
_____________________________________________________________
_____________________________________________________________
_____________________________________________________________
New Address:
Position: (Captain or First Officer)
New Telephone Number: ________________________________________
Name ________________________________________________________
You may complete this form and place it in Captain Baron Bryan’s v-file, update your address on the ALPA website, mail this form to the CMR MEC office
at 3940 Olympic Blvd., Suite 120, Erlanger, KY 41018, or call in the information to 859-282-9016/17.
DOMICILE?
STATUS?
TELEPHONE NUMBER?
ADDRESS?
DOES ALPA HAVE YOUR
ALPA PILOT INFORMATION UPDATE SHEET
JUMPSEAT
Listed below are many airlines that have reciprocal jumpseat agreements with Comair.
Passenger airlines generally will require only a counter report. Some of the freight carriers have numbers listed
so they may be called for additional information such as airport location, possible restrictions, or for listing on the
jumpseat. You may use this list for your information but it is recommended you use the Green Sheets’ jumpseat
list issued by Comair and the latest post-9/11 Security Directives for the very latest guidance.
Please remember, exercise proper etiquette whenever using this hard-won privilege!
Sched
Freight
Freight
Sched
Sched
Suppl
Type
Delta
—
DL/AA
USAirways
United
—
no
—
—
United
—
USAir
—
—
—
—
ATA
Contin’l
—
——
American
—
DHL
—
—
USAir
—
Affiliation
—
—
—
—
yes
no
no
no
no
no
yes
no
no
no
no
takes multiples
yes
yes
no
—
no
no
yes
no
yes
no
no
no
no
yes
yes
no
no
yes
Reservation
937-264-6370, business hours
800-345-5556, 503-472-0011
901-224-5420
703-260-8230
419-865-1780
info to come
800-654-8966
info to come
800-255-6475, 606-283-
Updated phone numbers or other information from any of these or additional carriers will be appreciated.
Please contact Capt. Scott Ellsworth (CVG) at ASPEN 5131.
Airline
Sched
Sched
Sched
Suppl
Sched
Freight
Sched
Sched
Sched
Sched
Aloha
Freight
Freight
Sched
Freight
Sched
Sched
Suppl
Sched
Supp
Sched
Sched
Sched
—
no
—
no
—
yes
yes
yes
yes
no
—
—
—
Remarks
AccessAir
Air Tahoma
Airborne Express
Air-Tran
Allegheny
Amerijet
Sched
Midway
Freight
—
Freight
—
—
—
—
UPS
—
—
—
—
info to come
800-643-9022X1124/1120/1113
800-676-0272, 48 hours prior
—
info to come
—
cabin seats only
800-707-0583
305-373-1120 ext 110 or 108
800-929-2739/2956
—
cabin seats only
Hub cities, go to Ops. EWR by
takes multiples
800-247-8504 #1
937-382-5591X2563
takes multiples
—
24-hr. notice for South America &
Mexico
takes multiples
no international EX Ca.
international accepted
takes multiples
Delta/Comair Pilots have Priority
718-553-4789, 24 hrs in adv.
takes multiples
—
—
—
Freight
Freight
Freight
Freight
Freight
Freight
Freight
Freight
America West
American
American Eagle
American Trans Air
Atlantic Southeast
Atlas Air
Business Express
Air Midwest
Air Wisconsin
Alaska
Aloha IslandSched
Air Transport Int’l
Arrow Air
Atlantic Coast
Burlington
CCAir
CapeAir
Carnival
Chalks
Champion Air
Chicago Express
Colgan
Continental
gate 101
Conquest
Corporate AirSched
Custom Air Trans
Delta AirlinesSched
DHL
2232X1301
Emery
Evergreen
Federal Express
Gemini Air Cargo
Grand Air Express
Jets USA
Kitty Hawk
Reeve Aleutian
any
reason to suspect that the occurrence may be classified as an accident, or involve criminal activity, it is essential that you speak to an
attorney prior to filing the NASA Report. In these specific cases the
NASA Report will be forwarded to the FAA.
8. Preserve all flight records and any other items of evidence relevant
to the incident. Record the names, addresses, and telephone numbers of all witnesses, including hostile or unfriendly witnesses.
COMAIR MEC ACCIDENT/INCIDENT CALL LIST
Revised December 2001
Please call from the top of the list down, until you have made a reliable
contact.
This is for COMAIR PILOT EMERGENCY USE ONLY.
1. ALPA Int’l Accident Hotline: (202) 797-4180 or (703) 892-4180
Note: 24 hours, COLLECT calls accepted, answering service after
business hrs. Routine safety questions: (800) 424-2470
2. Capt. MITCHELL SERBER - Central Air Safety Chairman
(812) 537-4146 / ASPEN 5682
3. Capt. ALAN DEAN - Central Air Safety Vice Chairman
(513) 321-2616 / ASPEN 3632
4. Capt. TODD GUNTHER - Chief Accident Investigator
(941) 540-7598 / ASPEN 6390
5. Capt. STEVE MARSHALL - CVG Base Safety Chairman
(407) 695-4661 / ASPEN 6649
6. Capt. PHIL STASIK - MCO Base Safety Chairman
(407) 455-2221 / ASPEN 6258
ASPEN Voice Messaging system: (703) 689-4220
All individuals above may be reached on this system.
PLEASE NOTE: for a NON-EMERGENCY, if unable with the above committee
member numbers, contact your local ALPA Safety Response Team: Dial 800-7598352, enter pin: 2041179#, select option 2 and provide all information. If no response
Use hole punch to fit Jepp binder
TO PARTICIPATE IN THE DUES CHECKOFF PROGRAM YOU MUST:
1. Complete the following assignment and authorization for payment of
association dues and service charges.
G.
Dues Checkoff
2. Return it to your local membership chairperson.
1.
During the life of this agreement, the Company agrees to deduct
from the pay of each employee covered by this Agreement and
remit to the Association membership dues or service charges
uniformly required by the Association, and in accordance with
the provisions of the Railway Labor Act, as amended, provided
such employee voluntarily executes the following agreed upon
form. This form, also to be known as “Service Charges and Dues
Form,” shall be prepared and furnished by the Association.
ASSIGNMENT AND AUTHORIZATION FOR
PAYMENT OF ASSOCIATION DUES AND SERVICE CHARGES
TO: Comair, Inc.
I, _____________________________________ (print full name) hereby authorize and
direct the Company to deduct from my pay such monthly dues as are now or may thereafter be established in accordance with the Constitution and By-Laws of the Association,
or service charge in an amount equal to such dues, for remittance to the Association. I
agree that this authorization shall be irrevocable for 1 year from the date hereof or until
termination of the checkoff agreement between the Company and the Association, whichever occurs sooner.
In the absence of termination of the checkoff agreement, this authorization may be revoked effective as of any anniversary date of the signing hereof by written notice given
by me to the Company and Association by registered mail, return receipt requested,
during the 10 days immediately preceding any such anniversary.
________________________________________________________________
Signature of Employee
Employee Number
________________________________________________________________
Address of Employee
________________________________________________________________
Date
Please submit articles for the UPFRONT! The deadlines
are as follows:
Issue
January, 1st Quarter
April, 2nd Quarter
July, 3rd Quarter
October, 4th Quarter
DEADLINES: The next issue of the UPFRONT will be published January 1. After that, the UPFRONT will be published quarterly.
Deadline
December 1
March 1
June 1
September 1
All material to be considered for publication must be submitted prior to these dates which will be posted on the ALPA
bulletin boards in CVG, announced on VARS and ASPEN,
as well as printed in the current issue. With this in mind,
please note: This is your UPFRONT. If we receive only two
articles, we will publish a two-page UPFRONT. We will no
longer hold material until we have enough to publish.
If you are an officer, we strongly encourage your input. And
all other ALPA members are invited to submit articles as
well. Material may be forwarded as follows:
ELECTRONIC MAIL:
[email protected]
STANDARD MAIL
Ashley Messenger
4318 Hwy 10
Alexandria, KY 41001
(859) 694-3508
Please e-mail suggestions to:
[email protected]
If you have a suggestion
for things you’d like
to see in the UPFRONT,
Suggestions?
Upfront
Do not accept any assignment that would violate any
Federal Aviation Regulation.
In an emergency contact a status representative, area specialist or coordinators,
or the MEC office (859-282-9016/9017).
EMERGENCY
FARS
“I am fatigued and will not be able to continue this assignment.”
I am going home (or to the hotel) to rest.”
FATIGUE
“I am accepting this assignment under protest.
Please be advised I will inform my association representative
and that this may result in a grievance proceeding.”
ILLEGAL ASSIGNMENT BY CHIEF PILOT
“I believe this assignment is in violation of the current working agreement.
I request you have the Chief Pilot contact me at this number immediately.”
ILLEGAL ASSIGNMENT BY SCHEDULER
clip out
Use hole punch to fit Jepp binder
Know the PIREPs and the forecast: where potential icing conditions are located in relation to the planned route, and which altitudes and directions are likely to be warmer/
colder. About 25 percent of the cases of SLD are found in stratiform clouds colder than
0° C at all levels, with a layer of horizontal wind shear at the cloud top. There need not be
a warm melting layer above.
TAKEOFF
Avoid exposure to SLD icing conditions (usually warmer than -10° C SAT, but possible
to -18° C SAT). Normally, temperature decreases with each 1,000 ft. increase in altitude
between approximately 1.5° C (2.5° F) for saturated air, to 2.75° C (5 degrees F) for dry
air. In an inversion, temperature may increase with altitude.
•
Advise ATC and promptly exit the condition using control inputs as smooth and as small
as possible.
Change heading, altitude, or both to find an area warmer than freezing, or substantially
colder than the current ambient temperature, or clear of clouds. In colder temperatures,
ice adhering to the airfoil may not be completely shed. It may be hazardous to make a
rapid descent close to the ground to avoid severe icing conditions.
When severe icing conditions exist, reporting may assist other crews in maintaining
vigilance. Submit a pilot report (PIREP) of the observed icing conditions. It is important
not to understate the conditions or effects.
•
•
•
Reduce angle of attack (AOA) by increasing or extending wing flaps to the first setting if
at-or-below the flaps extend speed (Vfe). If in a turn, roll wings level.
Set appropriate power and monitor airspeed/AOA. A controlled descent is a vastly better
alternative than an uncontrolled descent.
If flaps are extended, do not retract them unless it can be determined that the upper
surface of the airfoil is clear of ice, since retracting the flaps will increase the AOA at a
given airspeed.
Verify that wing ice protection is functioning normally and symmetrically by visual observation of the left and right wing. If not, follow manufacturer’s instructions.
•
•
•
•
If roll control anomaly occurs
Disengage autopilot—hand-fly the airplane. The autopilot may mask important handling
cues, or may self-disconnect and present unusual attitudes or control conditions.
•
WHEN EXPOSED TO SLD CONDITIONS
Maintain awareness of outside temperature. Know the freezing level (0° C SAT). Be
especially alert for severe ice formation at a TAT near 0° C or warmer (when the SAT is
0° C or colder). Many icing events have been reported at these temperatures.
•
IN-FLIGHT
•
BEFORE
PUBLISHED BY THE FAA, SEPTEMBER 1995
PREVENTATIVE REMEDIAL MEASURES
ROLL UPSET IN SEVERE ICING
AIR LINE PILOTS ASSOCIATION, INT’L
535 Herndon Parkway
P.O. Box 1169
Herndon, Virginia 20172-1169
FIRST CLASS MAIL
U.S. Postage
PAID
Dulles, VA
Permit No. 036