ALPA’S GLOBAL STRATEGIC PLAN It’s a Small World, After All For most of human history, the idea of traveling across the globe was unimaginable. Until just a few decades ago, global transportation was expensive, slow, and uncomfortable. We’ve come a long way. On June 2, a Delta Air Lines crew flew an 8,500-mile flight from Atlanta to Johannesburg—a more than 15-hour nonstop jour- ney that connected two distant cities. Technological progress is rapidly shrinking the limits of ge- ography and imagination. While international air transport was born at a time when politics was going global, only now do we have the aircraft to properly achieve the dream. Like it or not, issues on the other side of the world matter to all ALPA pilots—and simple awareness is no longer enough. The movement of goods and services—fueled by the movement of capital—is global. Yet labor remains local, tied to each country by geographic and political boundaries. We must change the scope of labor, including our assumptions about our jobs and ourselves. This issue of Air Line Pilot is shining a spotlight on a host of issues that affect airline pilots across ALPA. No matter what you fly or where you fly it, these issues—and these reports—matter to you. 16 Air Line Pilot June/July 2009 ALPA’S GLOBAL STRATEGIC PLAN An Interview with DOT Secretary LaHood efficient system, so I want to resolve I’m extremely proud of what By ALPA Staff the outstanding labor issues through the DOT has been doing n late 2008, when the news media agreements that are fair to both the Ato accelerate our nation’s announced President-Elect Barack government and the employees. Fi- economic recovery. About $38 billion IObama’s pick for secretary of trans- nally, at the DOT we hear complaints of the $48 billion in transportation- portation, ALPA’s president, Capt. John every day about lost baggage, canceled related Recovery Act funds have already Prater, praised Rep. Ray LaHood (R-Ill.), flights, tarmac delays, and so forth. been put to work by states, transit dis- saying, “We congratulate Congressman Commercial aviation exists to serve its tricts, and airports. For example, in the LaHood and look forward to working passengers and shippers. We have to first six weeks after the Recovery Act with him and the new administration, work together to improve that service. became law, 4,300 highway and bridge to continue to advance aviation safety, projects were advanced to construction. make flying as secure as possible, and One of your stated The highway portion of our efforts alone position the U.S. airline industry and goals in implementing will support 150,000 jobs. And nearly all its workers to gain strength and to Q President Obama’s of the $1.1 billion in airport grants-in- prosper in the future.” In June 2009, priorities for transportation is re‑ aid have been approved for more than ALPA sat down with Secretary LaHood storing economic health and 250 airport infrastructure projects across at the Department of Transportation creating jobs. What is the DOT the country. But we’re not just throwing offices in Washington, D.C., to get his doing to facilitate this? money at problems—we’re committed feedback on topics important to the Association and its members. Air Line Pilot: As secretary of the Department of Q Transportation, what are your top priorities for the U.S. airline industry for the next 4 years? Secretary LaHood: Well, of course, at the Depart- Ament of Transportation our highest priority in aviation is safety. Although the overall record of commercial airline travel has been excellent, we’ve had some recent wakeup calls that show that we can’t take that record for granted. The DOT and the FAA will continue to work every day to ensure that we have the safest aviation system in the world. I am also committed to NextGen [the Next Generation Air Transportation System]. It’s really crucial to increas- ing the capacity and efficiency of our airspace—and at the same time re- ducing energy needs, lessening envi- Secretary LaHood ronmental impacts, and improving addresses attendees at an the safety of flight. We have to move Aero Club luncheon in forward aggressively on that. Third, Washington, D.C., in June. we need to retain at the FAA a world- class workforce to operate a safe and PHOTOS: CHRIS WEAVER June/July 2009 Air Line Pilot 17 ALPA’S GLOBAL STRATEGIC PLAN “NextGen is obviously to invest in the equipment they need among our highest to use NextGen and align that with our procedures and ground infrastruc- priorities…. As we ture investments. The FAA is working develop our NextGen through the RTCA to make sure that plans, it’s crucial happens. that we look at the The American Recovery capabilities and and Reinvestment Act priorities of the Q of 2009 has allowed the aircraft operators DOT to channel hundreds of mil‑ to invest in the lions of dollars to improve aviation infrastructure. Are there limitations equipment they need on the use of these funds, and how to use NextGen and will airports use the bulk of this align that with our money? procedures and The Recovery Act provides a total of $1.1 billion for ground infrastructure Adiscretionary grants to investments.” airports, with the federal share of the grants at 100 percent. This funding to maintaining accountability, transpar- terests. Right now, unions serve impor- is treated as purely discretionary, not ency, and responsiveness in what we do. tant roles on advisory committees and subject to Airport Improvement Pro- That means bringing in projects on time, provide useful public comment on pro- gram (AIP) formulas, apportionments, under budget, and by the book. posed policies and regulations. Among or minimum set-asides. That said, other activities, ALPA participates in regular AIP grant conditions, certifica- What are your views on relevant aviation rulemaking advisory tions, and assurances, such as those the current rules regard‑ committees and RTCA [formerly the related to Disadvantaged Business Q ing airline cabotage and Radio Technical Commission for Aero- Enterprises, do apply. Funds are the foreign ownership of airlines? nautics] forums, including a current intended to supplement and not The answer is quite simple. one on NextGen implementation. This supplant existing appropriations Congress has enacted stat- is also why I’m so pleased that we have for the airport grants program. The Autes that govern how, and [former ALPA president} Randy Babbitt Act requires that priority be given to what extent, foreign interests can as our new FAA administrator. His vast to projects that will be completed in invest in U.S. airlines. It has also pro- experience on labor issues will make two years. Half of the funds must be hibited foreign airlines from carrying him an invaluable member of our obligated within 120 days of enact- cabotage traffic. My responsibility is leadership team at the DOT. ment, with the remaining 50 percent clear: it is to employ the DOT’s resourc- obligated within one year. As a result, es to enforce these laws—an obligation Where do you rank the preference was given to those proj- that I take most seriously. funding and implemen‑ ects that were “ready to go,” which is Q tation of NextGen in the defined as projects that have already Does labor play a role in current list of DOT priorities? What completed a variety of prerequisites, DOT policymaking and, element of NextGen do you feel is such as environmental reviews, and Q if so, how? most important? can start construction within 30 days Of course. Labor is one of NextGen is obviously of grant award. Also, the vast majority, the critical stakeholders among our highest priori- more than 85 percent, of the projects Ain providing transporta- Aties, as I mentioned earlier. are high-priority airside projects to tion services, and we can’t formulate As we develop our NextGen plans, it’s preserve critical runway, taxiway, and the policies to improve those services crucial that we look at the capabilities apron capacity or to address safety without talking with—not at—labor in- and priorities of the aircraft operators and security concerns. 18 Air Line Pilot June/July 2009 ALPA’S GLOBAL STRATEGIC PLAN Pay No Attention to the Foreign Owners Behind the Curtain approximately 75 percent of the airline’s has not been disclosed, news accounts By John Perkinson, Staff Writer voting stock. London-based Virgin suggest that they were at least in part ealthy competition in any Group, Ltd., has controlled the bulk of from a British investor.” The Associa- given marketplace requires the airline’s remaining equity. What’s tion of Flight Attendants-CWA and the Hparticipants to play by baffling about this arrangement is that, Aircraft Mechanics Fraternal Association the rules. So when Alaska Airlines under the terms of the British group’s made similar filings to the DOT. petitioned the U.S. Department of agreement with the U.S. investors, these Responding to these concerns, coun- Transportation (DOT) on Feb. 10, 2009, latter shareholders, after a period of sel for Virgin America noted, “As Virgin asking for a public inquiry to deter- time, can exercise the option to “put” America stated in its answer, and as mine if Virgin America still meets for- their interest—i.e., sell their stakes— eign ownership and control restrictions back to the Virgin Group. The DOT It appears that on U.S. airlines, Alaska was asking for a approved this odd arrangement during Virgin America’s regulatory instant replay.