British KLM pilots to ballot for stike action

[u0062]

Gear pins stowed.

You must live a sheltered life. This discrimination has been going on for over 3 years now.It has been a regular topic of conversation with a lot of our Dutch colleagues. You query the statement made by Balpa, I suggest if you would like to bring your self up to speed that you contact your VNV representitive they have as much knowlegde as anyone,primarily because they have been the ones causing most of the issues.Job protection etc etc etc. If you have read the statements already made i will not need to tell you that we do not want to strike.However due to the company and the VNV we are left with no option. If we do not contest the issues it will be the end of the UK division possible within 1 or 2 years. We are fighting for our jobs,our future and security. The ballot papers have gone out consenus is that they will have 100% return in favour of industrial action. Lets hope the company and the VNV will finally offer us a future.
Thanks for your suggestions

[Gearpins_stowed*]

U0062,

To me, your reply is written in a quite offending way. But I realise that it must be an emotional period for you all.

A couple of reactions:

In you're opinion I have to be the one that should gather information related to an issue which is brought up by you (KLMuk group). To my opinion this is the wrong way around.
I’ve been asking around amoung dutch colleages but nobody was able to tell me more than “the want a better deal”, “they want seniority” etc. etc. (more sheltered life people….).
Besides, I’ve been in the crew centre 5 out of 7 days and not a single person has approached me nor the colleage I was flying with (Yes, I do shower every day so that can’t be it). Moreover, hadn’t I posted, I wouldn’t have known the contents of the Balpa letter. The average long haul pilot shows up at the crew centre 2 to 3 times a month and is probably more worried of getting his golfclubs on board than talking to colleages regarding this issue.

Quote: “You query the statement made by Balpa”

I did not say that the statement is right or wrong. The Balpa letter gives no explanation / examples of the drastic statements made in that letter. So please tell me, how can I judge for myself i.o.w. why shouldn’t I query? Are you afraid of people querying the statements? Is there something to hide? Have there been letters before this one?

Bear in mind that you (KLMuk) are all very well informed and living the news at first hand. For me, the sheltered one, this news is only reaching me in broken and emotional bits and pieces. A strike will be the first factual news that has reached me from the uk group.

Quote: “We are fighting for our jobs,our future and security”.

I fully understand, no offence, by writing my postings I’m trying to help you, don’t you see that?

Anyways, you’ve probably lost me again by now.

From my shelter (with internet acces ;-) ) I still wish you all the best.

[Ray D'Avecta]

I think "Gearpins" makes a valid point regarding the dissemination of information:

So apart from public forums and word of mouth when we work together what do you suggest????

Maybe an info sheet setting out the main grounds of the greivance, placed in each postvak in the crew centre, would raise the collective awareness of the entire pilot workforce, and encourage more support.

At the moment there is a lot of hearsay, invariably distorted as the chain gets longer, and some management propoganda.

Bluepilot said:

....we are not allowed access to myklm.com (another discrimination point) so we cannot communicate there..........

You're not missing out on anything . You cannot post messages or bulletins on there.

Hope it all works out well for all concerned..........

[u0062]

gearpins stowed.

My reply to you was not meant to be offensive Just a little bit of British homour( culture difference i guess, before you ask yes the course is planned )
Regarding information, One of the reasons the prune link was set up was to provide information to people like yourself so they could make they own conclusions and suggestions before we have to make that awful decision about industrial action.
There are two gossip forums running at the moment maybeworth reading these first,should you have any queries please raise them and i will try and answere as best i can.
The reason i suggested speaking to the VNV is that they have been negociating since the beginning,or should i say not as they have been one of our main problems. However it will give another side to these issues,Therefore a more balanced view(hopefuly)
Regarding Balpa They are controlled by strict rules and guidelines therefor they can only report to there members,like the VNV i guess. However we have asked for a general information sheet to be published which will available for all to read in the crew center.
finally i woulkd like to thankyou for your support

safe flying my friend

[captphil]

Captphil

Hi everyone

Remember me? I used to work for the KLMuk pilot people.

I resigned 2.5 years ago, to join a stable smaller airline with much more respect for it's employees.

Since this move i have grown to appreciate again the professionalism of certain airlines with the capacity to train, and test well, and to grow in a very competitive environment.

Remember me well

Capt Phil

[LVCHVS]

The fact sheet is being written as we speak, expect it in coffee corner next week

[u0062]

Nice timing on the fact sheet. apparantly management have started there diry tricks campaign. Always a good sign,means they are are worried about our case being justfied.

[autofeather]

The fact sheet has been published this morning.

Why are the KLCuk Pilots Balloting for Industrial Action?

Dear Colleagues,

The present KLCuk Company began life as AirUK; this company was formed by the merger, in 1980, of several smaller airlines. At its peak, AirUK was a very profitable airline, employing almost 500 pilots, flying 49 aircraft on an extensive European domestic, charter and feeder network. It was the third largest UK airline and from a pilot’s perspective was regarded as a very prestigious employer.

In 1987 KLM, seeing the prospects and profitability of the Amsterdam feeder network from the UK, purchased a 14% shareholding in AirUK. This shareholding continued to increase until in 1996 KLM owned 100%. During the time of increasing its shareholding in AirUK, KLM, with seats on the AirUK board, saw the asset stripping of the airline, selling off many valuable routes and airport slots within the UK.

During this period of time a typical UK pilot had the choice of flying 4 different turboprop aircraft or 4 different jets and a variety of lifestyles to match.

From March 1998 AirUK operated under the brand of KLMuk and in 1999 her name was changed to KLMuk, following that, over a very short period of time, the entire emphasis of the business changed to that of a feeder airline into Amsterdam. A new airline was formed under the brand of ‘Buzz’ to utilize the then current point to point routes, capitalizing on the expanding low cost sector and to utilize the remaining aircraft and pilots that were no longer required to continue the Amsterdam feeder.

The further asset stripping exercise then came in November 2002 when KLMuk was split into 2 companies, KLCuk and Buzz. KLCuk began its integration into the KLM fold; its remaining assets, (aircraft leases and feeder routes into Amsterdam) were transferred to KLM whilst the pilots remained in KLCuk. As a period of rapid expansion was forecast for Buzz more and more of the KLCuk pilots were planned by the company to transfer into this operation. During this time the KLCuk pilots had the opportunity to move to KLM mainline contracts (subject to file check and age restrictions). The terms of this offer made it only really suitable for those pilots who had very little service within the group; the offer involved resigning from the KLCuk Company and starting as a new entrant with KLM. Considering the option to move to Buzz, at a UK base, the offer was not a viable option for the majority of KLCuk pilots.

After the closure of the ‘once only’ option for the KLCuk pilots to move to KLM mainline contracts the KLCuk pilots retained the option to transfer back into the Buzz operation, at a controlled rate, over the next 5 years. Based on lifestyle issues alone, this was how the majority of the KLCuk pilots had planned their future career path and indeed the way KLM had agreed with the VNV how the planned reduction in the number of pilots to be employed within KLCuk over the next few years would work out.

Then comes the ultimate asset stripping exercise of them all when Buzz was subject to a ‘fire sale’, KLM, against all its assurances made to the UK pilot workforce, decided to dispose of this asset as quickly as possible. The subsequent sale of this airline at a ‘bargain price’ to Ryanair took place.

The KLCuk pilots therefore saw their career choices and aspirations removed overnight, the assurances made for the future all gone and the opening into KLM mainline had been shut - firmly.

This brings us to the more recent history of KLCuk Ltd. The remaining pilots within this group have worked very hard to adapt to a workplace that is changing at an unprecedented pace, even for aviation! We have taken on board a vastly different FTL scheme, new flight manuals, new SOP’s, new management styles and an entirely different cockpit philosophy.

During this time we have seen an enforced rebasing exercise, where pilots have been forced to move themselves and their families to new bases, a proposed detrimental change to our pension scheme, a block on all UK recruitment, a refusal to promote a suitable UK candidate to a management position, continuous and routine breaking of our agreements and a threat to dismiss our pilots over harmonisation issues. You therefore have a small taste of the treatment your UK colleagues have received over the last 3 and a half years.

In short we feel we are being discriminated against on a daily basis.

In November 2002 when the KLMuk pilots became KLCuk pilots there were a total of 249 pilots employed, as of March 2006, there remains only 143 pilots. Over the course of the last 3 and a half years 106 pilots have left the employment of KLCuk creating 106 new jobs for KLM pilots on the KLM seniority list. There can only be one main underlying reason why 42.5% of the workforce has left in such a relatively short period of time.

All this despite the fact that as a group the KLCuk pilots have devoted in excess of 1700 years service to the KLM group of companies, we have Captains with 20 years and more service with 10,000+ hrs of experience.

This must seem a world apart from your very own experiences. We fly the same aircraft, operate using KLM SOPs with colleagues who are paid differently, live in different bases and benefit from different salary structures, pensions, redundancy and workers’ rights than the UK pilot work force. Do you think it is fair your UK colleagues are treated so differently?

Balpa’s action is a stand against this discrimination. There are a number of solutions the company can use to solve this situation. Part of Balpa’s proposal is a re-offering of KLM mainline access to its members under fair and reasonable terms and conditions.

Balpa would prefer a solution that encompasses all UK pilots. Clearly a large undertaking, but the stepping stones towards this need to be set in place now. The company has failed to progress beyond their initial offer, seen by both Balpa and its members, the KLCuk pilots, as derisory.

Hopefully you will now have an understanding to the situation your UK colleagues find themselves in. With nowhere to turn and an inadequate solution offered by the company, the UK pilots have elected to make a stand. By doing so Balpa and its members are attempting to once and for all secure a future that offers equality, mutual respect and a fuller place in the dynamic expanding KLM Air France group.

Please note that the Balpa proposals will not directly affect any of your careers. The KLCuk pilots have invested in the past and deserve a stake in the future.

We ask for your support at this very difficult time.

It can also be downloaded http://www.klmukpilot.co.uk/files/why_are_klc_pilots_balloting_070606.pdf

[Stop Stop Stop]

Quote:
Bluepilot said:
....we are not allowed access to myklm.com (another discrimination point) so we cannot communicate there

You're not missing out on anything . You cannot post messages or bulletins on there.

You probably can't Ray, but you CAN at least change your Cockpit Briefing password. This has to be changed about every six weeks to something totally different to the last one, no consecutive letters etc. I had to change mine the other day to something obscure, with the hope of changing it to something more memorable. Alas, the only way to do this is in myklm.com as you rightly say, we have no access. Apartheid!

So I am stuck with a crap password for the next six weeks!

[autofeather]

Originally Posted by Stop Stop Stop

So I am stuck with a crap password for the next six weeks!

Simple just keep forgetting your crap password each time, you then have to make the call to get it reset, thus the flight gets delayed because you cant get into the system and maybe they will get the message?

[LLuke]

For changing password, you can simply walk (10 meters?) to cockpit flight support and they will help you. Ofcourse there are other ways to change password without myklm but they are even more difficult. If you're unable to locate cockpit flight support, please consult any other pilot in the building.

[Piltdown Man]

Lluke, this is what we want resolved. Why should we have to bother people just to do our job? As helpful as our colleagues with Mainline contracts are, it shouldn't fall upon them to make up for the deficiencies in our status. Being equal means equal access to the systems in the building as well as terms and conditions. Even trivial little things like ordering a replacement uniform shirt via the Uniform Dept. is impossible "as you don't work for KLM!" It also doesn't take a genius to guess who is first out of the door when the aviation industry catches a cold (or just a bad cough) and KLM has to "downsize" as they say in management speak.

But genuinely, thank you for your advice and I'd like to think that we can count on your support in our pursuit of equality.

PM.

[fokkerking!]

As a mainline pilot I would like to give the UK-guys my support in their struggle for a fair deal!

[u0062]

Fokkerking, I personally and i am sure i can speak for all my UK colleges,Would like to thankyou for your support. This as i am sure you can imagine is a very difficult time for all concerned.Having comments like you made above give us strength in our hour of need. Thanks again

[bluepilot]

From BALPA :-)

Dear Collegues,

BALPA has produced a document to inform you of why your KLCuk collegues are balloting for industrial action against discrimination, we have now had this document translated into Dutch for your convenience in the hope that it will give you an better understanding of our concerns.

On behalf of your KLCuk collegues i thank you in advance for your support, please do talk to any of your KLCuk collegues in the crew centre who will be happy to answer any questions you may have.

Together we can make a secure future for all.




Geachte Collega’s

Het huidige KLCuk is ontstaan uit het voormalige AIRuk; deze maatschappij is op haar beurt weer ontstaan door een fusie van verschillende kleine luchtvaartmaatschappijen. Op het hoogtepunt van haar bestaan was AIRuk een zeer winstgevende luchtvaartmaatschappij, die werk bood aan bijna 500 vliegers, die vlogen 49 vliegtuigen, langs een zeer uitgebreid europees, nationaal, feeder en charter netwerk. Het was de op drie na grootste maatschappij in de UK, en vanuit het standpunt van de vlieger gezien een zeer prestigieuze maatschappij om voor te werken.

Toen de KLM in 1987 de winstgevendheid en de vooruitzichten inzag van een feeder luchtvaartmaatschappij vanuit de UK naar Amsterdam, kocht zij 14% van de aandelen van AIRuk. Geleidelijk werd het belang in AIRuk uitgebreid totdat in 1996 KLM volledig eigenaar was. Tijdens deze periode ontmantelde de KLM, nu met mensen in de directie van AIRuk, de maatschappij langzaam van haar bezittingen zoals het verkopen van waardevolle routes en slots binnen de UK.

Tijdens deze periode had een AIRuk vlieger de keuze om 4 verschillende turboprop vliegtuigen en 4 verschillende jets te vliegen, gecombineerd met een variatie van verschillende levensstijlen.

Vanaf Maart 1998 opereerde AIRuk onder de merknaam KLMuk en in 1999 werd de naam veranderd in KLMuk, kort waarna, tijdens een zeer korte periode, de gehele nadruk kwam te liggen op het voeden van het KLM netwerk in Amsterdam. Tegelijkertijd werd er een nieuwe luchtvaartmaatschappij opgericht onder de naam Buzz, om te kunnen voorzien in de toen aanwezige point to point routes, om te kunnen profiteren van de zich nog steeds uitbreidende low cost sector, en om de overgebleven vliegers en vliegtuigen die niet langer nodig waren in het feeder netwerk te benutten.

In November 2002 werd het bedrijf verder ontmanteld, door het te splitsen in twee maatschappijen. KLCuk en Buzz. KLCuk werd geïntegreerd in de KLM organisatie; de overgebleven bezittingen ( vliegtuig lease contracten en feeder routes naar Amsterdam) werden overgebracht naar de KLM organisatie, terwijl de vliegers in dienst bleven van KLCuk. Gezien de verwachte snelle groei van Buzz lag het in de planning van bedrijf om steeds meer vliegers over te plaatsen naar deze operatie. Gedurende deze periode was er voor de KLCuk vliegers een mogelijkheid om in dienst te treden bij de KLM( na een file check en met een restrictie op leeftijd). Door de voorwaarden van dit aanbod was de overgang eigenlijk alleen geschikt voor die vliegers die nog niet al te lang in dienst waren van de maatschappij; het aanbod hield in ontslag nemen bij KLCuk en opnieuw starten als een nieuwe werknemer bij de KLM. In overweging nemend de mogelijkheid om naar Buzz over te stappen naar een standplaats in de UK, was voor de meerderheid het aanbod geen aanvaardbare optie.

Nadat het termijn van de “eenmalige aanbieding” om over te stappen naar de KLM was verstreken, behielden de KLCuk vliegers de mogelijkheid om te gaan vliegen voor Buzz, met een gecontroleerde uitstroom van vliegers vanuit KLCuk tijdens de volgende vijf jaar. Gebaseerd op levensstijl, was dit de manier waarop de meerderheid van de KLCuk vliegers hun toekomstige carrière hadden gepland, en tevens de manier om de reductie van KLCuk vliegers te bewerkstelligen in de komende jaren zoals de KLM dat met het VNV was overeengekomen.

Uiteindelijk komt dan de ultieme ontmanteling van het laatste bezit; de uitverkoop van Buzz, de KLM, ondanks alle beloftes aan de UK vliegers, besloot om dit bezit zo snel mogelijk van de hand te doen. Vervolgens werd de maatschappij tegen een dump prijs verkocht aan Ryanair. Derhalve zagen de KLCuk vliegers hun carrière mogelijkheden en aspiraties verdwijnen als sneeuw voor de zon, garanties voor de toekomst waren weg, en de deur naar de KLM zat stevig dicht.

Wij komen nu bij een wat recentere geschiedenis van KLCuk Ltd. De overgebleven vliegers binnen deze groep hebben zeer hard gewerkt om zich aan te passen aan een met ongekende snelheid (zelfs voor luchtvaartbegrippen) veranderende werkomgeving. Wij hebben ons een totaal andere werk en rusttijden regeling, nieuwe AOM’s , nieuwe SOP’s , een nieuwe stijl van management, en een totaal andere cockpit filosofie eigen gemaakt.

Recentelijk zijn wij geconfronteerd met een “rebasing” waarbij vliegers en hun familie gedwongen werden te verhuizen, een slecht voorstel om onze pensioen voorziening te veranderen, een aanname stop voor vliegers uit de UK, de weigering om een geschikte kandidaat aan te stellen in een management functie, een continue en routinematige schending van onze arbeidsovereenkomst, en een dreiging om onze vliegers te ontslaan naar aanleiding harmonisatie kwesties. Nu heeft u een klein beetje inzicht in hoe uw collega’s zijn behandeld in de laatste 3 en een half jaar.

Kortom wij voelen ons gediscrimineerd

In november 2002, toen KLMuk vliegers KLCuk vliegers werden waren er 249 vliegers in dienst. Vanaf Maart 2006 zijn daarvan nog 143 overgebleven. In de afgelopen 3 en een half jaar hebben 106 vliegers KLCuk verlaten, en zijn er dus 106 nieuwe plaatsen gecreëerd voor KLM, geplaatst op de KLM senioriteitlijst. Er kan slechts maar een achterliggende gedachte zijn waarom 42,5 % van het vliegerscorps het bedrijf heeft verlaten in zo’n korte tijd.

Dit alles ondanks het feit dat wij als groep KLCuk vliegers 1700 dienstjaren hebben binnen de KLM groep. Er zijn bij ons gezagvoerders in dienst met meer dan 20 dienstjaren, en met meer dan 10.000 vlieguren.

Dit moet u toch allemaal vreemd in de oren klinken gezien uw eigen ervaringen. Wij vliegen dezelfde vliegtuigen, en werken volgens dezelfde KLM SOP’s, met collega’s die anders worden betaald, het voordeel hebben van andere salaris structuren, pensioenen werkgelegenheidsbescherming, werknemersrechten dan het UK vliegerscorps.

De actie van Balpa is bedoeld om een einde te maken aan deze discriminatie. Er zijn een aantal mogelijke oplossingen die de KLM zou kunnen aandragen om de situatie op te lossen. Een onderdeel van het voorstel van Balpa is om haar leden nogmaals een mogelijkheid te geven in dienst te treden bij de KLM, maar wel onder eerlijke en redelijke voorwaarden.

Balpa geeft de voorkeur aan een oplossing die aanvaardbaar is voor alle UK vliegers. Dit is een enorme opgave, maar de fundering hiervoor dient nu gelegd te worden. De KLM is altijd bij haar eerste aanbod gebleven, door Balpa en haar leden aangemerkt als belachelijk.




Wij hopen dat u nu een inzicht heeft gekregen in de situatie waarin de KLCuk collega’s zich bevinden. Volledig in het nauw, en met ontoereikende voorstellen geconfronteerd, hebben de KLCuk vliegers besloten om voor zichzelf op te komen.Hiermee hopen Balpa en haar leden voor eens en voor altijd een toekomst veilig te stellen, bestaande uit gelijkheid, wederzijds respect en een volwaardige plaats in de dynamische en groeiende KLM-Airfrance groep.

Wij willen er met nadruk op wijzen dat de voorstellen van Balpa geen directe invloed hebben op uw carrière. De KLCuk vliegers hebben geïnvesteerd in het verleden en verdienen een belang in de toekomst!

Wij vragen uw steun in deze moeilijke tijd.












.

[Stop Stop Stop]

Heard today. 132 ballot papers sent out. 128 returned with 100% (yes 100%) in favour of strike action.

Maybe now KLM will wake up and look at our grievance seriously or they can prepare for a summer of disruption. I am sure that the customers will look forward to that!

[Piltdown Man]

Thank you...

Fokkerking - Thank you very much for your support. It is appreciated and it makes us feel more part of the Club. It will also make it easier for us "to hold your jackets" when (every little helps!) when and if you have your battle with AF.

[tocamak]

Is this a record?

Ballot result for UK KLC pilots on Friday gave: papers despatched 132, papers returned 128, in favour of proposal for industrial action 128 i.e. 100% support (on returned papers)! Is this a record? More seriously it does show the feeling of unity on the issue at hand and should send an unambiguous signal to the powers that be in Amsterdam. Bear in mind that these are not a group of militant troublemakers just itching for any excuse for a fight but just ordinary people trying to secure their future employment prospects. It has come to this end after a calculated attrition of the workforce, first by cutting off the inflow of workers at the bottom and then cheesing off the remaining workforce so much they leave or even move to Australia!

[bluepilot]

started to hit the press today, here is the first one from the USA!

http://www.chron.com/disp/story.mpl/ap/fn/3985197.html

[Flap40]

...and from the BALPA website:-
NEWS from BALPA
British Airline Pilots’ Association
Tuesday 20 June 2006
UK BASED KLM PILOTS VOTE MASSIVELY FOR STRIKE ACTION
In what is the most decisive result in a trade union strike ballot, UK based KLM pilots who are employed through the UK company ‘KLCuk’, a UK-based operator, owned by the giant Dutch airline KLM, voted 128 to nil for strike action against the company on the grounds of discrimination.
Compared to their KLM mainline colleagues, the KLCuk pilots have been treated as second class citizens, suffered enforced rebasing from one base to another (to completely different areas in the UK), threatened with detrimental changes to their pension scheme, refused promotion, endured continuous and routine breaking of agreements and were told that if they did not attend harmonisation training to harmonise their cockpits with their KLM mainline colleagues then they would be sacked.
‘This is a long and pretty awful story of a loyal and professional workforce being badly treated’ Jim McAuslan, General Secretary of the British Airline Pilots’ Association (BALPA) explained ‘The problems began when KLCuk pilots found themselves in limbo after KLM took over what was AirUK, a very successful British airline with over 500 pilots in 1998, four years later KLM split the company in two – rebranding them as KLCuk (which would operate feeder routes in and out of Amsterdam) and a new low frills airline, Buzz.’
‘The pilots were told they could fly with Buzz or with KLCuk. Those staying with KLCuk could, if they wish, transfer to KLM mainline but they had to do so immediately, resign from KLCuk and begin with KLM, as a new starting entrant to the airline (with certain protections). If they did not transfer they would then be working alongside KLM colleagues on much better terms and conditions and with a much improved career ahead of them.
But even that option was snatched from them when “out of the blue” everything changed when KLM had shut off the once only option of moving to KLM mainline and subsequently selling off Buzz to Ryanair. To top it all an agreement was reached by KLM, with other parties that would reduce the number of UK pilots flying for KLCuk by 28 a year starting in 2002.
‘BALPA has been trying to find a long lasting solution to this problem rather than the salami slicing that has been a hallmark of the management approach. We have suggested to the company that they are wasting the huge talent that makes up the KLCuk pilot workforce; the remaining pilots have in excess of a combined 1,600 years of service for the KLM group. We have suggested the discrimination can be ended by offering the opportunity to transfer to KLM mainline on fair and reasonable terms and conditions. But the suggestions have fallen on deaf ears and, as this massive vote strike action shows, the pilots’ patience has now run out.’
Pilots are resolute in their determination to achieve fairness and to halt the discrimination. They are resolute also in their belief that a negotiated solution is the best way ahead. We will only take the action authorised by this ballot if we are left with no alternative.
‘We are pleased that ACAS is now involved and we look forward to meetings this week. But this may now be too late and prolonging an already delayed situation is not something we will accept. By law, any industrial action must begin within 28 days of 16 th June. The clock is ticking.’
Jim McAuslan added that the move to trans-national airlines would throw up similar challenges for managements across Europe. It does not bode well for the Air France/KLM group merger when a few hundred UK based pilots cannot be dealt with fairly by KLM