In response to APMR's post;
Clause 3.29 Grey Day
Obviously, you haven't considered to effect this will have on some of Pearl/Aeropearl's operations, eg with the Aeropearl(Pearl pilots) operations in Singapore, being contactable on a grey day is not a contractural requirement for this operation. If the pilots are to be contactable then any contact( as it can be subsequently classed as duty according to the CAO) would be detrimental to the operation as there is no spare crew to complete the flight/s. You might ask how would that be duty, well as the aircraft is often unreliable due to the conditions and the customer/ Aeropearl management & engineering staff have a habit of wanting information or changing requirements on the day preceding the operation, they like to try and call the pilots when they're actually sleeping; at present we can block the calls and deal with the changes via emails/SMS when we start duty or have the Flight Inspector handle the contact as they're not legally covered by the CAO's( wrong but there it is). If they(the customer) or management have the right/ability to call, they will( I deal with these people ). Yes, I know that you'll say well they should realise the impact this will have on the operation and shouldn't call, but guess what ,they're human, and like most of us reckon that their little request won't make much difference and is so important to them,etc; so, why should the pilots have a problem with it. This will be a big, big problem for the pilots on the Flight Calibration contract.
Clause 7.3 Duties of pilots.
You can't see a problem, well I can. Obviously you're not being asked to sign the "Flyability" reports required on the Flight Inspection contract. At present the pilots are refusing to sign these(this has been the case for several years) and a few other documents as they are only approved to sign lighting reports( both routine and commissioning). The reason for the refusal? Well, if you sign a document that you're not qualified to sign and a legal problem arises(eg a crash involving a radio aid or procedure and you've signed saying the approach is flyable by any Tom, Dick or Harry and it isn't) then were do you stand legally. The answer, all by yourself probably as ASA and the company won't want any part of it as the pilot has signed previously that it's all OK. The company and ASA won't give the pilots certification, this has been requested for several years.
Clause 36.1 Loss of Licence insurance
Yes, the monetary value has increased. However, the point that the Negotiators and AFAP were trying to make was that it would be better, not necessarily fairer depending on you age, if the company paid the full amount of the LoL insurance bill. The younger pilots don't need all the amount( company saves) and the older pilots need more( pilots out of pocket) than the amount paid. Without having access to the amount that each pilot requires to gain LoL, it's abit hard to do the figures; but if the total amount is revenue neutral or close enough then what's the problem with a sliding scale? You may say that we're all entitled to the same amount, fair point; however we already have sliding scales for years of service/experience, so why not when age effects the cost of LoL?
Schedule A 1.1 Flight Inspection allowance
As noted in the negotiators/AFAP document, not on parity with world standard, especially if read in conjunction with clause 7.3, signing of documentation.
Schedule A 3.10 Allowances
As APMR isn't interested enough in these amounts then it's probably a fair bet that you don't do any/many overnights, others do.
Schedule C 1.2.1
NTAMs isn't the only contract that has duties before and after flight that can take up quite a deal of the crew's time. The captains on the Flight Inspection contract start duty in the hotel when on deployment(which is about 120-150 days pa) as there usually isn't an office or FBO they can use at the airport. The crew is usually required to liase extensively with the customers(ATC, ASA technical staff, military personnel, airport operations/security/safety officers, the list goes on) who either need briefings before and after flight, reports(signed or otherwise), operational discussions with Aeropearl management, etc. So, the allowance for 45min prior and 15 min post flight gives no consideration to these requirements for Flight Inspection operations.
APMR, with regard to your discussion with the General Manager about the changes after the negoiations being slipups. Bulls*it!! MB is a smart guy, he doesn't make errors like that when it comes to contracts and conditions; I watched him at close range for several years and the changes are to the company's advantage. Were there any clerical error/s in favour of the pilots?
We all are entitled to our opinions as to the merits of the offer and that is fine, but with regard to the changes to the document after the negoiations and with refence to the last paragragh I believe the companies actions in the time between negoiations and the issuing of the offer are unprincipled.
Therefore, thanks but no thanks.
Last edited by Seaeagle109; 20th Jun 2007 at 22:54.
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