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limited to capacity purchase agreements, code share agreements, fee for departure agreements, profit sharing agreements and revenue sharing agreements. (7) The Committee Chairman and/or Vice-Chairman will also brief the MEC on all matters related to IFALPA, including but not limited to pending changes to ICAO rules and regulations, technical issues with system routes and airports, and labor disputes as they arise for IFALPA Member Associations (MAs). (8) Concerns with regulatory affairs and policy will be addressed directly to the MEC Chairman, ALPA International Legislative Affairs and ALPA International President and First Vice President due to highly sensitive and confidential information.
SECTION 3 - CENTRAL AIR SAFETY COMMITTEE (CASC) A. Scope (1) The Central Air Safety Committee (CASC) is responsible for overseeing all aspects of aviation safety involving pilots of the airline on behalf of the UALMEC. B. Composition and Term of Office (1) This Committee shall consist of a Chairman to be elected by the MEC. (2) In addition, the CASC will consist of a Vice Chairman, Accident Investigation Subcommittee Chairman, FOQA/FSAP Subcommittee Chairman, International Subcommittee Chairman, and Pilot Dispatcher Communications Group Chairman. These members shall be appointed by the CASC Chairman and confirmed by the MEC. (3) Other members outside the Subcommittees are to be appointed by the CASC Chairman. (4) Committee members may be assigned to subcommittees or act as a coordinator of areas of expertise as assigned by the CASC Chairman. (e.g. New Equipment, Human Factors, Polar, Space and Weather, Flight Safety Investigation, Engineering, Fleet, SMS, Airports, etc.) (5) Each base shall have a Base Safety Committee (BSC) whose members shall be appointed by the LEC Chairman in coordination with the CASC Chairman. (6) Members of the Committee serve at the pleasure of the CASC Chairman.
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C. Duties and Responsibilities (1) CASC Chairman (a) Organize, staff, and manage the UALMEC air safety structure. (b) Process all air safety matters arising within the airline. (c) Act as advisor to the UALMEC on engineering and air safety matters. (d) Determine pilot opinion on safety matters as necessary or when requested by the ALPA Engineering and Air Safety Department or National Safety Coordinator (NSC), in liaison with the UALMEC. (e) Disseminate engineering and air safety information to the UAL MEC, the appropriate airlines, and, as necessary, to the UAL pilots directly. (f) Forward information and any suggested solutions for air safety problems to the ALPA Engineering and Air Safety Department and the NSC for coordination with other airlines and/or ALPA Air Safety Technical committees. Safety matters of overall ALPA importance shall be promptly reported to the ALPA Engineering and Air Safety Department and the NSC. (g) Perform other duties as required in the UPA between United Airlines and the Air Line Pilots Association, such as fulfilling the role of the ALPA member of the Safety Action Council (SAC). (h) Ensure that adequate communication options are available for committee members. (i) Disseminate Engineering and Air Safety information to the pilots. (October 1974) (j) Ensure Subcommittee Chairmen and BSC’s provide a quarterly or as requested written report to the CASC Chairman. (k) Serve as MEC point of contact for Hazardous material (HAZMAT) issues. (l) Act as advisor to the MEC on Engineering and Air Safety matters. (m) All contacts with UAL Management above the staff level, the FAA, other government agencies, and contacts with the aviation industry or the news media will normally be made by the CASC Chairman, but may, upon specific direction of the MEC Chairman,
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be delegated to the appropriate Communications Spokesperson. (October 1974) (n) Establish and manage special projects as necessary. (e.g. OERC) (2) CASC Vice Chairman (a) Maintain training records for Air Safety Committee members. (b) Serve as the Base Safety Committee Liaison. Process and report all air safety matters arising at the local level to the CASC Chairman. (c) Perform such other duties as the CASC Chairman requests.
D. Accident Investigation Subcommittee (1) Composition (a) The Subcommittee shall consist of one Chairman, who is also the Chief Accident Investigator. In addition, the subcommittee shall be comprised of an Assistant Chief Accident Investigator and a Flight Safety Investigation Coordinator, each to be appointed by the Chief Accident Investigator and approved by the CASC Chairman. Additional accident investigators, selected by the Chief Accident Investigator and approved by the CASC Chairman, will be utilized to cover the various areas of expertise needed for investigative purposes.
(2) Duties and Responsibilities (a) Supervise the technical investigation of mishaps on UAL aircraft. (b) Keep the CASC Chairman informed of all salient facts of UAL accidents/incidents as they become known. (c) Establish at minimum a yearly meeting for the accident “ Go Team.” (d) Establish and organize a training and qualification database for the accident investigation “ Go Team.” E. Flight Operations Quality Assurance and Flight Safety Action Program (FOQA/FSAP) Subcommittee (1) Scope
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(a) The FOQA Program is a voluntary program responsible for flight data collection and review in order to enhance flight safety. It is jointly administered by ALPA Central Air Safety and UAL Aviation Safety. (b) The FOQA Program will be administered as agreed to in the Collective Bargaining Agreement. The sensitive nature of this program and the actions that may follow as a result of the data collection and analysis creates an absolute requirement for integrity and confidentiality in the handling of such data. (c) The FSAP Program is a safety partnership between ALPA, the FAA and United Airlines. (d) The Collective Bargaining Agreement and the most recent FSAP Memorandum of Understanding between the parties controls the administration of the FSAP Program. (e) The FSAP Committee shall serve as a resource for the CASC or other ALPA committees as appropriate. (2) Composition (a) The Subcommittee shall consist of one Chairman and an appropriate compliment of Gatekeepers and Event Review Committee members, to be appointed by the Subcommittee Chairman and approved by the CASC Chairman. (i) All newly appointed gatekeepers shall be subject to confirmation by the MEC. (ii) A gatekeeper shall be a pilot on the United Airlines Seniority List. (3) Duties and Responsibilities (a) The FOQA /FSA P Subcommi ttee Chai rman shal l oversee A L PA’ s day-to-day involvement in the FOQA and FSAP Programs, and may assume Gatekeeper status in the FOQA program if required. (b) The FOQA/FSAP Subcommittee Chairman should have past experience and working knowledge of the UAL FOQA program. (c) FOQA Monitoring Team (FMT) (i) The FMT is a joint ALPA/ UAL team that decides the criteria of any FOQA study. (ii) Only the FOQA/FSAP Subcommittee Chairman and CASC Committee Chairman shall be members of the FMT.
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(d) Exceedance Guidance Team (EGT) (i) Exceedance Guidance Team (EGT) Members, also known as Gatekeepers, are ALPA members and are the only members of the FOQA team that may know the identity of pilots in FOQA events. (ii) Members of the Exceedance Guidance Team report to the FOQA/FSAP Subcommittee Chairman. (January 2009) (iii) The EGT shall be tasked to perform the work as defined by the FMT. (e) Event Review Committee (ERC) (i) The Event Review Committee (ERC) shall consist of an appropriate number of UAL pilots. Those pilots will serve as the ALPA representatives to the FSAP program. (ii) Event Review Committee shall report to the FOQA/FSAP Subcommittee Chairman. (January 2009) (iii) Read all FSAP’s submitted by participating pilots in preparation for the ERC meeting. (iv) Represent ALPA at all ERC meetings and process reports in accordance with the FSAP MOU. (v) Monitor reports and work with the ERC to develop Corrective Action Requests (CAR’s) as indicated by the reports. (vi) Provide point of contact between the FSAP and participating crewmembers. (vii) Solicit reports as appropriate in accordance with the MOUs affiliated with this program (ATSAP/CISP).
F. International Subcommittee (1) Scope (a) Monitoring, identifying and suggesting solutions to problems associated with the UAL international operations. (2) Composition (a) The Subcommittee shall consist of a Chairman and an appropriate complement of committee members as required. Members shall be appointed by the Subcommittee Chairman and approved by the CASC Chairman. Page 57 of 133
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(3) Duties and Responsibilities (a) Monitor and report on developments and issues regarding international flying. G. Pilot Dispatcher Communications Group (PDCG) (1) Scope (a) The PDCG is a joint ALPA / Dispatch Labor Group. It shall foster better understanding and a constructive relationship among the pilot-dispatcher community as to operational resources and abilities, enhance communication so that operational problems can be identified and solved in a timely manner, seek improvement to any systemic problems that hinder the pilot-dispatcher community from performing its operational mission in the most effective way. (2) Composition (a) This Group shall consist of members from both ALPA and Dispatcher Labor groups. ALPA will have five (5) Regional Coordinators appointed by the CASC Chairman, one of which shall serve as the Co-Chairman of the PDCG. Dispatcher representation will be as determined by the Dispatcher Labor Group. (3) Duties and Responsibilities (a) Process pilots’ dispatch related operational issues. (b) Act as advisor to the MEC on operational dispatch related matters. (c) Study operational problems system wide and prepare recommendations and solutions to the joint PDCG. H. Base Safety Committee (BSC) (1) Composition (a) A BSC Lead and up to two assistants will be selected at each base in accordance ALPA Administration Manual Section 85. (2) Scope (a) The BSC is responsible for working with the LEC and their respective domicile airports to address local airport issues, as well as working with the CASC Chairman on directed projects and issues from MEC level efforts. Any safety issues not directly related to the local airport shall be referred to the CASC Chairman
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through the BSC Liaison (CASC Vice Chairman) for appropriate action at the CASC Chairman’s discretion. (3) Training (a) Each BSC Lead shall receive appropriate ALPA and UALMEC CASC training either before or as soon as possible after his appointment to the position. This training will allow him to perform local safety duties as well as being involved with MEC level safety functions as deemed necessary by the CASC Chairman.
I. Policies and Directives of the MEC (1) General Safety Policy Statement (a) Safety is always first. The MEC is committed to a safe airline operation and strongly encourages all United pilots to consider safety first during flight planning, ground operations, and flight operations. The MEC will support, to the fullest extent of its resources, any pilot who is challenged or harassed for operating in a manner consistent with this general policy or the specific policies set forth in this document. (2) Captain's Authority (Reprinted from the UAL Flight Operations Manual- 8/13/13) (a) The Captain is the final authority for the safe, comfortable, on time and efficient operation of the aircraft. (b) The Captain’s authority is absolute during all flight-related operations including pre- and post-flight decisions. Use of Captain’s authority is inextricably linked to responsibility and accountability. Captains are expected to use their command authority, and if necessary emergency authority, to ensure the safety of passengers, crew, and cargo. Safety is the single objective that cannot be compromised. (c) The Captain is the PIC and has authority over all assigned crewmembers from the time they report for duty until termination of the flight. The chain of command is the Captain, then the First Officer. If the crew complement includes relief pilots, the Captain will designate the third in command. Directives from those within the chain of command, in order, have the same authority as if the order came directly from the Captain.
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(d) The Captain is the final decision-making authority as to the operation of the aircraft, but it is the responsibility of all crewmembers to contribute to the decision-making process to help ensure that the best decisions are made. (e) The Captain represents United as the onsite leader responsible for the safety and welfare of the crew and passengers, while promoting the optimization of operations and a favorable Company image in accordance with Company policies. Throughout the operation, the Captain has many supporting partners, and should consider their roles and responsibilities that contribute to the success of the flight. As the onsite leader, the Captain is expected to have a solid understanding of the complex factors affecting the flight including pre-departure and arrival phases, and to ensure that his actions enhance the operation. Where appropriate, the Captain will consult with frontline team members to resolve issues. The Captain has the support and the authority to lead all team members, whether on or off the aircraft, including those engaged in the pre-departure and arrival elements of the flight. The Captain’s inputs will be respected by all operational personnel. (f) The Captain is directly responsible to his Chief Pilot for the following: (i) Exercising sound judgment in the safe and efficient operation of the flight. (ii) Optimizing operation of the aircraft in accordance with the FOM, Flight Manual, and the FARs. (iii) Advising and mentoring First Officers in techniques, methods, and day-to-day activities in accordance with Company policy and procedures. (iv) Acting as Inflight Security Coordinator. (g) The Captain is designated as the Pilot-in-Command. (h) The Captain serving as Pilot-In-Command has full responsibility and is the final authority for the safe operation of the airplane. The Captain directs the activities of all crewmembers in a manner that promotes maximum safety, responsibility, and operational effectiveness. (i) Captain’s Authority relative to the safe operation of the airplane and over crewmembers is absolute during airplane movement and all flight-related preflight and post-flight decisions. The Captain Page 60 of 133
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will represent UA as the on-site leader and will use his position to protect and support fellow crewmembers and the Company. (j) Captain’s emergency authority may at times supersede all of UA Flight Operations policies and Federal Aviation Regulations to insure the safe operation of the airplane. (k) The Captain’s operational orders will receive prompt compliance from all crewmembers while under his command. (l) Deviations from UA procedures, Federal Aviation Regulations, or other official instructions must be promptly brought to the Captain’s attention. (m) In the absence of the Pilot-in-Command from the cockpit, the Captain will designate the Acting Pilot-in-Command during his absence. Any directive by a crewmember acting on behalf of the Pilot-in-Command will be followed as if the order came directly from the Captain. (n) The Pilot-In-Command will conduct the preflight planning and preflight briefing of the operational pilots. The Pilot-In-Command will also conduct the “ Coordination With Cabin Crew” briefing with all the working Flight Attendants if possible, but as a minimum, with the Lead Flight Attendant. (o) The Pilot-In-Command will make the final decision as to whether or not an airplane may be safely operated. Where appropriate, consultation with other departments to resolve maintenance irregularities, customer service issues, operational planning, etc. may be required. (p) The Lead Flight Attendant will report to the Pilot-in-Command and be the primary liaison between the Captain and the Flight Attendants. The Lead Flight Attendant will inform the Pilot-in- Command of all on-board emergencies, irregular issues, passenger concerns and cabin discrepancies. (q) The Pilot-in-Command will conduct all post-flight briefings and remain in command of both pilots and Flight Attendants until the end of the duty period or until the Captain relinquishes his command. (r) The Captain is expected to foster open communication and is charged with leadership by example as set forth in the ALPA Code of Ethics, UA Flight Operations Manual and the Federal Aviation Regulations. The Captain is to be supported by all crewmembers Page 61 of 133
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by verbal input of any pertinent information to enhance Crew Resource Management. (3) Preflight (a) The MEC strongly encourages crews to preflight together. (4) Pilot Pushing and Competitive Flying (a) The MEC is opposed to policies or tactics such as “ pilot pushing” and or “ competitive flying” which pressure or encourage pilots to compromise safe operating practices in the interest of economics. The MEC will defend pilots and insist that any instance of pilot pushing that is discovered be halted immediately. (5) Airline Mishaps (a) In cases involving airline mishaps, it is MEC policy that UAL pilots shall not commit themselves orally or in writing and shall refuse to give any statement or testimony to any airline or government official unless and until they are represented by an ALPA Staff Attorney from the Representation Department. 24 HOUR ACCIDENT HOTLINE (202) 797 4180 or (703) 892-4180 Collect calls are accepted. (July 2001) (b) It is MEC policy that no ALPA member will release information outside the Association regarding mishaps, either as participants or witnesses, prior to a public hearing unless authorized by the Central Air Safety Committee Chairman. (6) Dispatch and Flight Planning (a) The MEC opposes any reduction of services provided by the Flight Dispatch function, particularly the capability to continuously and promptly communicate to the pilots information related to the safe and efficient operation of all UAL flights. (b) The MEC encourages the company to provide color printers for weather charts at all flight planning areas, as has been agreed to. (c) The MEC is opposed to the dispatching of an aircraft without the following “ pilot-sensitive” equipment. (i) APU (ii) Weather Radar (iii) TCAS (iv) EGPWS Page 62 of 133
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(v) ACARS (July 2001) (7) Fuel (a) The MEC will not tolerate harassment of a Captain who calculates a minimum dispatch fuel that is greater than the minimum dispatch fuel calculated by the dispatcher or flight planning system. (b) The MEC endorses the most conservative minimum fuel load, whether it is the Dispatcher's fuel or the Captain's fuel. Pilots are discouraged from reducing a Dispatcher's planned fuel load. (c) The MEC is opposed to any reduction in the FAR reserve fuel requirement. (d) The MEC is in favor of, and urges the adoption of, a fuel inerting system by UAL for retrofit on its present fleet and installation on all future aircraft. (e) The MEC deems any fuel monitoring program using identified pilot information as promoting unsafe practices such as competitive flying. (One such program is the "Fuel Monitoring Reporting System” which was operative at UAL in July, 1986.) (8) Dangerous Goods (Hazardous Materials) (a) It is MEC policy that a crewmember shall verify receipt of a properly completed Dangerous Goods Pilot Notification Form. (b) It is MEC policy that it shall be the Captain's prerogative to accept or refuse to carry any hazardous material. Any time Dangerous Goods are refused, the refusing Captain is encouraged to file an FSAP and any company required report. (c) The MEC urges the company to provide proper training and instructions to all personnel involved in the handling of hazardous material. A MEC representative Central Air Safety Committee Dangerous Goods Coordinator shall be entitled to monitor the company training program at any time. (9) Standard Operating Procedures (a) It is MEC policy that United pilots will strictly adhere to company SOP's. Further, SOP’s and the FAR's, will have precedence over schedule reliability. (10) Runway Criteria
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(a) When operating at or near maximum ATOG for a runway, the MEC encourages pilots to consider using the longest available runway compatible with wind that will provide the best margin of safety regardless of ATC preference. (b) It is MEC policy that pilots consider the snow and ice on the full length and width of the runway. The MEC encourages pilots to fully consider the effects of snow and ice on all runways and taxiways. (c) The MEC supports the installation and maintenance of complete ILS systems including outer marker compass locators and ILS/DME at airports served by air carriers. (d) The MEC is in favor of a Visual Approach Slope Indicator or PAPI system on all air carrier runways. (e) The MEC is in favor of a lighted frangible wind cone (windsock) visible from the approach end of each runway which conforms to FAA standards and is located in accordance with the ALPA Guide for Airport Standards. (f) The MEC strongly endorses the concept of frangible structures for all facilities and structures located close to runways and in the clearway. (g) The MEC is in favor of each airport served by air carriers having a NAVAID (VOR/DME) on the field that will provide the pilot with azimuth and distance information. (11) Takeoff Performance Review (a) The MEC encourages United Pilots to thoroughly review all data pertaining to every takeoff in order to make a judicious selection of thrust and flap setting. Data reviewed should include, but not be limited to, aircraft weight, MEL restrictions, available runways, available flap settings, weather and runway conditions, available thrust options and the planned departure procedure. All cockpit crewmembers should be included in the review process. (12) Mechanical Irregularities (a) The MEC unanimously rejects any management decision for whatever purpose that contributes to less than the best possible maintenance available. (February 1982) (b) It is MEC policy that UAL pilots comply with FAR 121.563, which reads: "The pilot in command shall ensure that all Page 64 of 133
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mechanical irregularities occurring during flight time are entered in the maintenance log at the end of that flight time. Before each flight the pilot in command shall ascertain the status of each irregularity entered in the log at the end of the preceding flight." Absent a “ paper logbook” , the electronic Maintenance Release Document (MRD) must be used i n the manner of a “ paper logbook” . All irregularities must be entered electronically via ACARS and shall be studied by the subsequent flight’s Captain to ascertain the status of that irregularity prior to the next flight. (c) It is MEC policy that all mechanical irregularities discovered prior to departure are recorded in the aircraft maintenance log in addition to reporting such irregularities to maintenance personnel. (Doing so allows subsequent crews to have a more complete and accurate maintenance history of the aircraft.) (d) It is MEC policy that the aircraft maintenance log provide the flight crews with a maintenance history of the aircraft for the most recent 60 hours of aircraft flight time or the last 10 days, which ever is greater; or as agreed to by the Central Air Safety Chairman on a fleet by fleet bases. This history should include: (i) Mechanical irregularities reported by flight crews. (ii) Mechanical irregularities found by maintenance personnel. (iii) Corrective action taken on both mechanical irregularities reported by flight crews and mechanical irregularities found by maintenance personnel. (iv) Writeoff comments such as: "Unable To Duplicate," "Ground Checks OK," or "Tests OK." (v) Aircraft Refusals by any previous or current pilot in the last 7 days. (e) The MEL provides for and allows the aircraft to operate with certain equipment inoperative under certain conditions. The MEL, however, does not take into consideration many operational factors. Therefore, it is MEC policy that the Captain refuse any airplane if in the Captain's judgment it does not meet the operational needs, regardless of MEL allowances. (f) The MEC is in favor of the pilots having full access to up-to-date Minimum Equipment Lists (MEL) for each fleet through the Flight Planning computer system or ACARS on board each aircraft. Furthermore, flight crews should be able to access in the same
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manner any MEL item that requires an “ MEL Placard” . (July 2001) (g) The MEC is opposed to the dispatching of aircraft with an inoperative generator under the following conditions: (i) Two engine aircraft from a UAL maintenance station. (April 2003) (ii) B767/757/A-319/320/B-737 (including the APU generator), unless the aircraft is operated in daylight hours and in visual meteorological conditions for the entire route and arrival into the destination and alternate (if alternate is necessary). (July 2001) (h) The MEC is opposed to the dispatching of aircraft with an inoperative autopilot under any of the following conditions: (i) If the flight is to operate at night. (ii) If the flight is to operate in adverse weather conditions. (iii) If the flight is to operate on an extended over water flight. (iv) If the flight is operated out of a UAL maintenance station. (v) If the flight is to operate in RVSM airspace. (vi) If the Captain, after considering all the operational factors, deems an operative autopilot is required. (i) The MEC is opposed to the dispatch of any aircraft with an inoperative GPWS, EGPWS or predictive wind shear indicating systems. (July 2001) (j) The MEC is opposed to the dispatch of any aircraft out of a UAL maintenance station with an inoperative Altitude Alert System. (k) A Captain has the right and responsibility to refuse an unacceptable aircraft without question. When a Captain refuses an aircraft, the detailed reason for refusal will be included in the logbook writeup. (l) If a Captain has refused an aircraft for any mechanical irregularity, the MEC strongly encourages subsequent Captains have that particular mechanical irregularity corrected prior to accepting the aircraft, unless operational conditions have changed which would permit dispatching with the mechanical irregularity. (13) Ferry Flights (a) The MEC opposes United line pilots conducting any ferry flights with:
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(i) An engine inoperative. (ii) Flight control problems. (iii) Structural damage. (iv) Any aircraft that a pilot believes to be unsafe or not airworthy. (14) Flight Attendants (a) The MEC recommends that the Captain conduct a Captain to Flight Attendant briefing with each new Cabin Crew. Such a briefing should include an exchange of names as well as a discussion of security, pertinent operational factors, special passengers, and a thorough review of potential turbulence encounters for the flight. (15) Deadheading (a) The MEC encourages pilots, when traveling as passengers, to make themselves known to the flight attendants as crewmembers. Doing so will allow the flight attendants the opportunity to enlist the aid of such pilots in the event of an emergency. (b) The MEC holds the position that when pilots are scheduled to deadhead on other than a Part 121 carrier, the following restrictions apply: (i) The carrier must operate aircraft with two qualified pilots, both properly trained to operate all of the systems and equipment on the aircraft including the weather radar and anti-icing/deicing equipment. (ii) The carrier must operate aircraft equipped with: (iii) Separate dual flight controls (iv) A Cockpit Voice Recorder (v) A Flight Data Recorder. (c) When operating in an area having the possibility of IFR conditions, severe weather, and/or thunderstorm conditions, all aircraft must have: (i) An operating radar. (ii) IFR equipment. (d) When operating in an area where possible icing conditions exist, all aircraft must have operating anti-icing/deicing equipment.
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(e) Certain carriers certificated under Part 135 of the FAR's may not be considered acceptable to the MEC. (July 1980) (f) The pilot(s) involved shall have the right to make the final determination as to the suitability of the transportation considering pertinent factors such as operating conditions, weather, etc. (October 1983) (16) Reporting of Incidents (a) It is MEC policy that any UAL pilot involved in or observing any aviation incident which could endanger life or property shall report such an incident as soon as possible by one or more of the appropriate following methods: (i) FSAP (Flight Safety Action Program) (July 2001) (ii) Aviation Safety Reporting System (ASRS) NASA (see FOM). (iii) Near Midair Collision Report (NMAC) (See Airman Info. Manual, para. 582). (iv) ALPA Professional Standards (contact your Local Professional Standards Committee). (v) NOTE: Any time one of the above reports is filed, a copy should be sent to the Central Air Safety Chairman. (with the exception of FSAP reports or reports to Professional Standards) (b) The MEC especially encourages all pilots to file a FSAP report when any company report is required (IOR). (17) Flight Safety Action Program (FSAP) (a) The MEC is in complete agreement with the UAL Flight Safety Action Program's stated objective of improving aviation safety. (18) Unavailability of Airport Fire Fighters or Airport Security Personnel (a) The MEC does not support operations to airports that do not have appropriate or available ARFF for the type of aircraft operated. (19) Dissemination of Air Safety Information (a) The MEC stresses the importance of UAL pilots communicating safety concerns using the FSAP report. (b) The MEC encourages UAL pilots to make inputs regarding the MEC Policy Manual, Air Safety and Operations section through their LEC officers or the Central Air Safety Committee Chairman.
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(20) Instrumentation (a) The MEC supports Head Up Display (HUD) technology to provide situation information. (Feb. 1985) (b) The MEC strongly endorses the incorporation of Heads Up Display (HUD) equipment on all future UAL aircraft. (July, 1980) (21) Recorders (a) The MEC opposes any disclosure/distribution/reproduction of any recorded or transmitted Information from United aircraft as defined in the United Pilot Agreement. (22) Cockpit Cameras (a) The MEC is opposed to the installation of visual cockpit recorders, VCR’s, digital imaging, including cockpit image recorders and cockpit panel recorders in all United Airlines aircraft. (July 2001) (23) Inflight Entertainment (a) It is MEC policy that all cockpit controls associated with inflight entertainment equipment should be within reach of one of the Pilot’s normal operating positions. (24) Crew Rest Area (a) It shall be MEC Policy, that the ALPA Fatigue Review Committee and Crew Rest Oversight Committee members report to the MEC on a quarterly basis the Flight Crew Rest Facility implementation IAW FAR 117 and flight crew fatigue reports. In addition, the report shall include the ALPA FRC and CROC views on process by the Company and proposals by ALPA to facilitate modifications to improve the quality of the Flight Crew Rest Facility IAW any and all FAA Advisory Circulars and FAR's. (b) It shall be MEC Policy, to review Flight Crew Rest Facility requirements on any new aircraft planned for United Airlines Flight Operation. This review is to be completed before the final design review. In addition, it is ALPA Policy to place the Flight Crew Rest in a private overhead FCRF installation when augmentation is required with scheduled flight times greater than 13 hours. (c) It shall be MEC Policy, to use a flat bed International Premium Product for Flight Crew augmentation requirements as determined
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when FAR 117 Class 1 or Class 2 augmentation is required IAW FAR 117 scheduled flight duty time limits. (d) It shall be MEC Policy, to facilitate the implementation of a Flight Crew Rest Facility to allow for gender privacy requirements. (e) It shall be MEC Policy, to facilitate a location for changing into bedclothes with an additional secure location for the storage of clothing. (f) It shall be MEC Policy, to locate a Flight Crew Rest Facility in a location free from noise, minimizing any and all transit noise generated by Lavatories, Galleys, and infant care facilities. (g) It shall be MEC Policy, if installed as a FAR Class 1 FCRF berth, the mattresses shall be the form-fitting mattress. (h) It shall be MEC Policy that the lighting systems inside any FCRF that may interfere with adequate crew rest can be minimized by the flight crew. Lighting placards for seat belts may not be required if the placards are included in a visual form at the entrance. (i) It shall be MEC Policy, that electrical or USB outlets to facilitate the use of personal electronic devices be installed in the FCRF. (j) It shall be MEC Policy, that a humidifier controlled ventilation system including individual temperature and airflow controls be installed in all FAR 117 Class 1 FCRF. (k) It shall be MEC Policy, to provision the FCRF with linens for each flight crewmember equivalent to United Airlines First Class. (25) Operation in Icing Conditions (a) The MEC endorses the establishment of remote end of runway deicing facilities staffed with qualified personnel who observe the entire exterior of the aircraft as a safe and satisfactory solution to the requirements of FAR 121.629. (October, 1992) (26) Polar Flying (a) It is MEC policy that prior to dispatching an aircraft utilizing polar route(s), the aircraft will be equipped with a minimum of two polar suits, hard mounted and safety wired, and accessible to the pilots. (April 2000) (27) Humidifiers
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(a) The MEC endorses the installation of a viable humidifier unit in all long range UAL aircraft. (April 1996) (28) Supplemental Oxygen (a) The MEC endorses a change in the rules for supplemental oxygen use when a crewmember leaves his/her station to that required by FAR 91.211 (b) (2) in lieu of FAR 121.333 (c) (3) and to apply for such waiver. (April 1996) (b) The MEC endorses the full-face oxygen mask as an enhancement to safety versus partial facemasks currently installed in many UAL aircraft. (April 1997) (29) International (a) The MEC opposes a philosophy of using distance learning in lieu of actual aircraft training for route qualification. (30) Electronic Flight Bag (a) The MEC endorses immediate implementation of the electronic flight bag for all United pilots. (January 1997) (b) The MEC urges United Airlines to appropriately support the EFB in all areas (i.e., 24/7 technical support and appropriate network infrastructure.) (c) The MEC urges United Airlines to provide high-speed internet access for EFB use at all gates and flight planning facilities. (d) The MEC endorses network access for EFBs onboard United aircraft while in flight.
SECTION 4 - COMMUNICATIONS COMMITTEE A. Scope (1) To coordinate any and all forms of communication necessary to enhance the information flow between ALPA National, the MEC, MEC Committees, the United pilots, and the traveling public. (July 1985) B. Composition and Term of Office (1) This Committee shall consist of a Chairman and Vice-Chairman appointed by the MEC Chairman, subject to confirmation by the MEC. Committee
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