THE SNAG SHEET
Apr 2015
MONTHLY NEWSLETTER OF CANADIAN
AIRWAYS LODGE 764
International Association
Brother Bruce Bell
65 year (1949) IAM&AW long service award
of Machinists and
Aerospace Workers
Representing Air Transport
Workers in
President’s Report
British Columbia and the
Local Lodge 764 held our annual IAM&AW Long Service Award Pin Party on Saturday, April 11 th,
Yukon
2015 at the Newlands Golf and Country Club. This was our first year at this venue after holding
Inside this issue:
ing at the Ladner venue the LL764 Social Committee made the command decision to move to a
our last 5 parties at a venue in Ladner. As a result of a number of issues that arose with the caterdifferent venue for our Pin Party this year.
President’s Report
1-3
Boeing 767 Saga
4-7
Airports/Cargo Report
7
MTU Report
8
AC Pension Report
9
Political Action
10
UAL Report
10
Party with Santa Claus being the other one.
Tech Ops Report
11
As an Organization, the IAM&AW recognizes our member’s long union service in five year incre-
EAP Report
11
We were fortunate enough to have 130 guests at this year’s event and by all accounts Sisters
Leanne Siewert, Shelley Cermak and the Social Committee hit a home run with this new venue.
On behalf of the entire Executive and all those who attended the Pin Party I would like to offer our
sincere thanks to the Sisters and everyone else who assisted them in a job very well done.
The annual Long Service Party predates my arrival in LL764 in 1986 when I transferred from
LL1763 in YHZ and it has been held every year since then in various forms and venues. It is one
of two major social events that your Local Lodge hosts each year with the Children’s Christmas
ments starting at 15 years. Members receive a pin from the IAM&AW at 15 and 20 years of service. They receive a pin and a certificate for every 5 year service anniversary starting at 25 years.
Upon attaining 50 years of service members receive a gold lifetime membership card in accordance with the IAM&AW Constitution Article H, Sec. 3.
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THE SNAG SHEET
MONTHLY NEWSLETTER OF CANADIAN AIRWAYS LODGE 764
Award recipients at each year’s party have attained their union
Local Lodge with their correct mailing address by March 31 st of
service milestone in the previous calendar year. So for example
each year. Retirees will be lapsed from good standing by the
this year’s long service award party recognized our members
Grand Lodge for failure to provide the annual update of their
who attained their IAM&AW service milestones in 2014. The
address. LL764 has had to remove more than 400 retirees from
2016 party will recognize those members who attain their ser-
our member rolls in the last 18 months because of a Grand
vice milestones this year.
Lodge audit and crack down on valid mailing addresses.
This is the eighth year that I have had the honour and privilege
The major reason for members lapsing from good standing
of presenting the Long Service Awards to our members as the
upon their retirement is their failure to notify the Local Lodge of
President of LL764. Over that period of time I have presented
their retirement before it happens. If we are not informed of a
quite a few 50 and 55 year service awards and even a couple
member’s pending retirement by either the member or the
of 60 year service awards. This year I had the very distinct
member’s co-workers we have no way of knowing that they are
pleasure of presenting my first 65 year IAM&AW Long Service
retiring so that we can give them their retirement card before it
Award.
is too late.
The recipient of the 65 year service award was Brother Bruce
The retirement cards have to be returned to the Local Lodge
Bell who started his IAM&AW career in 1949. Think about that
within sixty (60) days of your date of retirement. After the mem-
for a minute. To put that in context 1949 was the year that Can-
ber retires, they obviously are no longer paying union dues
ada joined Newfoundland, the People’s Republic of China was
through their employer’s dues check off remittance. The
formed, NATO was created, the de Havilland Comet flew as the
IAM&AW Constitution Article I, Sec. 14 requires that members
world’s first commercial jet airliner and the Soviet Union tested
who have not paid dues for two (2) consecutive months shall
its first Atomic bomb.
have their IAM&AW membership and all associated privileges
cancelled.
Even more astonishing, 1949 was so long ago that the Toronto
Maple Leafs actually won the Stanley Cup that year; although
Our employers no longer provide the IAM&AW with notification
they are still waiting to get their first picture of the Stanley Cup
of pending retirements of our members. Air Canada has not
in colour.
done this for several years now. Unfortunately this means that if
we are not notified by our members of their retirement the 60
It is said that you retire from your job but you never retire from
days has often elapsed before we find out why they have been
your union and that is certainly true with the IAM&AW. Every
dropped from the dues check off list. At that point it is too late
IAM&AW member is given a retirement card upon the occasion
for the Local Lodge Secretary Treasurer to intervene and pre-
of their retirement from their employer in accordance with the
vent them from lapsing as members in good standing with
IAM&AW Constitution Article H, Sec. 1.
Grand Lodge.
LL764 presents all of our known retirees with their retirement
Once the two (2) consecutive months have lapsed, the Grand
card and a retirement plaque on the occasion of their retire-
Lodge dues check off program will automatically lapse the
ment. Once the member returns the completed and signed
member from good standing and the Local Lodge has no ability
IAM&AW retirement card to LL764, the Local pays the required
to reinstate the member to good standing. The only recourse for
$10.00 fee that must be submitted with the card. The retirement
a member to be returned to good standing with their original
cards are then forwarded to Grand Lodge and the member will
IAM&AW service date intact once they are lapsed is through a
be deemed to be a member in good standing from the date of
written appeal to the General Secretary Treasurer of the Grand
registration of their retirement card for the rest of their life with
Lodge.
no further dues of any kind owed.
The same two (2) consecutive month lapse in dues will trigger a
The only requirement for IAM&AW members to remain in good
break in a member’s IAM&AW service at any time in their ca-
standing after they retire is that they must annually provide their
reer. This will happen whenever a member is laid off, goes on a
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THE SNAG SHEET
MONTHLY NEWSLETTER OF CANADIAN AIRWAYS LODGE 764
personal LOA, GDIP, or WCB or comes off of the normal
This is extremely unfortunate and highly preventable. For that
employer payroll for any reason. The member’s IAM&AW
reason we ask that all of our members contact the Local
service will resume with a new revised service date effective
Lodge any time your employment status changes for any of
from the date that they begin paying union dues again after
the reasons listed and ensure that the Secretary Treasurer
their return to work.
correctly codes the reason for your non-payment of dues.
If the Local Lodge Secretary Treasurer is informed of a valid
If the lapse is within the previous three (3) month period of
reason for the member’s non-payment of dues prior to the
you notifying the Local Lodge we have the ability to make a
expiration of the 60 days he can code the member on the
correction prior to the member being lapsed by Grand Lodge.
Grand Lodge check off so as to retain them in good standing
We actually just had this situation for a member who was off
and prevent an unnecessary break in their IAM&AW service.
work on WCB at the end of 2014 and was not coded correctly
on the payroll check off by the employer and therefore lapsed
In some of these instances like a personal LOA or a layoff,
as a member in good standing.
the member must remit $2 per month in unemployment dues
to remain in good standing. If the member is off work on
The error was discovered when he contacted the Local ask-
GDIP or WCB and are properly coded their $2 unemployment
ing why he did not receive his invitation to this year’s long
dues is paid by LL764 under the provisions of Grand Lodge
service award party. We were able to intervene and restore
Circular 826. For those of you who attend the monthly Gen-
his original unbroken 25 years of IAM&AW service. I had the
eral meetings you will be asked to vote each month on a mo-
great pleasure of presenting him with his 25 year pin and
tion to pay the unemployment dues for members who qualify
certificate at this year’s party.
under Circular 826 in conjunction with the motion to approve
the monthly financial report.
Unfortunately for members who have service lapses dating
back beyond 3 months, in some cases a decade or more, the
The obligation to report changes in employment status, ad-
Local Lodge has no recourse whatsoever to help the member
dress and payment of dues is clearly vested in the member
get their original service date reinstated. All appeals for rein-
by the IAM&AW Constitution. However, we also know that
statement of your original IAM&AW service date must be
very few of our members are aware of their obligations in this
done through the Grand Lodge GST.
respect.
Please ensure that you and your co-workers familiarize your
As such, LL764 has made great efforts to ensure that our
selves with your obligation to inform the Local Lodge of all
members are informed of their obligation to inform the Local
changes in your employment status and mailing address.
Lodge of any changes in their employment status or mailing
address. The LL764 Secretary Treasurer has issued detailed
Christopher Hiscock
notices of the member’s obligations in early 2014 and again
President,
in 2015. It was also published on the LL764 website and in
Canadian Airways Lodge 764
the April 2014 edition of the Snagsheet. The 2015 edition of
this bulletin should be found on every LL764 bulletin board in
all work locations.
The Secretary Treasurer and Executive of LL764 far too frequently receive enquiries from our members about why they
have not been included in a particular year’s invitation mail
out for the long service award parties. The answer almost
always is that at some point in their career, they have had
their IAM&AW service broken for one reason or another related to their failure to pay dues for two (2) consecutive months.
Page 4
THE SNAG SHEET
MONTHLY NEWSLETTER OF CANADIAN AIRWAYS LODGE 764
The Boeing 767 Saga
managed a “dead stick” landing of the aircraft on an abandoned
runway used as a drag racing strip at Gimli, Manitoba. Miraculously, there were no fatalities. The incident was thoroughly
investigated by the Justice Lockwood Commission of Manitoba.
I attended some of those proceedings on behalf of the IAMAW
as a District Lodge observer. The outcome was that those of us
who did fuel calculations (pilots, mechanics, and load agents)
got a refresher course in metric conversion.
The Boeing 767-233 series aircraft ordered by Air Canada used
the smaller type LD2 lower hold container, but that container
type was not ordered immediately, to save cost. Instead, the
LD3 type (B747) container was used by Air Canada.
The LD3 type wasted a lot of valuable aft hold cargo space on
The oil squeeze and skyrocketing fuel prices in the late 1970’s
the B767 so, to compensate for this, Air Canada engineers de-
prompted a panic review by major airlines of their fleet require-
signed a rear cargo container hold modification for a “bin” to run
ments. Clearly, four engined and three engined turbofan aircraft
down the right side of the aft hold, extending from the rear car-
had become gas-guzzling liabilities, and two engine turbofan
go door opening to the bulkhead panel facing the wing root.
engine improvements and aircraft reliability enhancements had
made the twin jet aircraft the go-to option.
i
This “bin” idea had been used before on a modified Air Canada
iv
turboprop Vanguard (fin 911) . The bin worked well for long
In the 1980’s, Air Canada quickly disposed of its first two B747-
cargo like kayaks and helicopter blades, or tight stacking cargo
133 aircraft, consigned most of the full size L1011’s to desert
like small plastic totes used for letter mail, but loading and un-
storage, and ordered Airbus A320 aircraft, an event that Hans
loading the bin was clumsy, lengthy, and very labour intensive.
Schreiber and Brian Mulroney would rather soon forget. In any
When Air Canada disposed of the dedicated DC8 cargo fleet in
event, the order did accomplish the timely sale of a majority of
1990 (a British Airways idea), the B767 bin modification was
ii
the Air Canada B727-233 fleet to Fedex (for conversion to
removed, and the LD2 type containers were ordered to maxim-
freighters), facilitated by Airbus.
ize available cargo space once the freighters were gone.
By 1982, Air Canada had ordered nineteen B767–233 aircraft.
By 1985, Air Canada fleet management had discovered that
Eight aircraft (fins 601-608) were configured for long haul do-
nineteen B767 aircraft were not enough to meet booked seat
mestic and transborder use, two aircraft (fins 609-610) for in-
demands and system route requirements.
termediate range overwater use (Caribbean points and Hawaii)
and short haul Atlantic (Toronto/Montreal – Glasgow/London),
Pacific Western Airlines (PWA), which had been a small region-
and nine ER (extended range) aircraft (fins 611-619) for long
al carrier in British Columbia cobbled together by Russ Baker,
distance routes (Vancouver – London, England). All of these
expanded aggressively in 1975 with B737’s and other aircraft
aircraft were delivered between 1982 and 1989.
types under successor CEO Donald Watson. By 1980, PWA
iii
had a profitable route structure from B.C. to Manitoba, as well
Of the eight aircraft ordered for domestic use (fins 601-608),
as an active passenger and cargo charter business worldwide.
two were noteworthy. Fin 603 was delivered a year late from
Boeing after it fell off its jacks at the Boeing assembly plant and
PWA management decided that the airline could operate a big-
had to be rebuilt.
ger aircraft profitably and ordered two Boeing B767-275 aircraft,
CF-PWA and CF-PWB in 1975. The aircraft were delivered in
Fin 604 achieved fame as the “Gimli Glider”, running out of fuel
over Winnipeg enroute from Ottawa to Edmonton. The pilot
February of 1983.
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THE SNAG SHEET
MONTHLY NEWSLETTER OF CANADIAN AIRWAYS LODGE 764
The PWA B767-275 was configured for high density short
Fargo Bank of Utah (WFBU), a major lessor and broker of
haul domestic routes operating weekdays. On weekends,
aircraft in the United States. These aircraft (fins 621-622)
PWA management envisioned the aircraft being used on
were excellent intermediate range aircraft but struggled when
charter runs to the United States and the Caribbean from
routed on international long haul segments.
v
Vancouver. The aircraft had small cargo doors and was designed to be serviced at outstations with minimum container
These aircraft were used on all the domestic and intermedi-
handling equipment and ground support.
ate overwater routes, which now included Hawaii. C-FVMN
(fin 621) operated until the year 2000 and was then con-
When PWA took delivery of the aircraft, they were assigned
signed to the desert until 2005. The sister aircraft, CF-UCL
to a routing of Seattle-Vancouver-Calgary-Regina-Winnipeg
(fin 622), remained operational until 2008.
and return on weekdays. It took only a short while before
PWA was swimming in Olympic-size pools of red ink on this
When Air Canada declared bankruptcy in April 2003, it al-
route. The B767-275 was simply too big and too costly to
lowed the corporation to renegotiate all its B767-200ER leas-
operate on a short haul regional route. Worse, the charter
es. Nearly all the lessors accepted lower rates, except the
market that was envisioned for the aircraft on weekends nev-
bank holding the lease on B767-233ER fin 612 (C-GAVA).
er materialized. PWA returned both aircraft to the lessor, Citi-
The aircraft was repossessed and went to Iraqi Airways, and
bank of New York, after about a year of operation.
later, to charter carrier Royal Falcon in the Middle East.
Citibank put the two aircraft back into the lease market and
When Air Canada emerged from bankruptcy protection in the
Air Canada, needing more B767 aircraft, took up the leases
fall of 2004, its international routes began to grow. Air Cana-
in 1985.
da again needed more aircraft of the intermediate to long
range type. A surge in advance passenger bookings and fleet
The PWA B767-275’s were a blessing for Air Canada fleet
scheduling needs justified a repaint and refurbishment of two
schedulers but a headache for the rest of the airline. The
B767-200ER aircraft. Part of this decision also included the
former PWA B767-275 aircraft were different in their cargo
delayed delivery of the B777 to Air Canada, the details of
hold structure from the rest of the Air Canada B767 fleet, and
which were discussed in the February 2015 Snagsheet.
an aircraft change from a B767-233 to a -275 aircraft involved
a lot of ground handling work (the -275 could not carry cargo
B767-209ER C-FVNM (fin 621), and B767-233ER C-GAVC
pallets). Ramp and cargo personnel cursed a short notice
(fin 611), removed from service in year 2000 and sent to de-
aircraft change to fins 671 and 672, which meant unloading
sert storage, were redeemed. Both aircraft were overhauled
and reloading to different container types. In the end, howev-
by Boeing for Air Canada, repainted in the new Air Canada
er, these two aircraft filled the gap on domestic and interme-
blue colour scheme, and returned to service in January and
diate route seat requirements for many years.
February of 2005.
C-FPWA (fin 671) was consigned to the California desert in
Nevertheless, by the fall of 2008, in response to a shrinking
2001 when its very expensive “H check” (major overhaul)
Canadian economy, lower flight booking levels, the availabil-
became due.
ity of B767-300ER’s at attractive rates on the lease market,
and the overdue delivery of the first B777’s, all of the Air Can-
C-FPWB (fin 672), having lesser hours, was shopped around
ada B767-200 series aircraft still in service were sent to the
the used aircraft market as a freighter conversion candidate
desert.
for a lengthy time but there was no interest. Fin 672 was finally consigned to the desert in the fall of 2008.
Air Canada Fleet Planning decided that as the major maintenance (“H”) check came up on the various models of B767-
By 1995, Air Canada still had a further need for B767-200
200ER aircraft being operated, that, rather than spend the
series aircraft. Air Canada picked up two former Air New
million plus dollars on overhaul, these long-serving veterans
Zealand B767-209 aircraft, returned from lease to the Wells
would be routed to a desert graveyard for storage . The de-
vi
Page 6
THE SNAG SHEET
MONTHLY NEWSLETTER OF CANADIAN AIRWAYS LODGE 764
cision was further speeded up by the lease expiry of several
CAIL B767-375 series aircraft, returned to Air Canada. Of the
lessors. Most company-owned aircraft with lots of airframe
LL 764 Pension Committee Report
hours left, and some of the newer leases, (fins 691 and 692
nineteen original and four leased B767-200ER series aircraft
from Hawaiian) were assigned to Rouge. Rouge will eventually
operated by Air Canada, nine original, and one leased aircraft
absorb twenty B767-300ER’s into its fleet, and convert them to
were progressively stored at desert locations in California after
a high density seating configuration.
2004.
The oldest B767-300ER aircraft (fins 681-684 from CAIL) with
In 2012, Air Canada announced that aircraft broker Jet Midwest
more than 120,000 airframe hours and 21,000+ pressurization
had bought the entire desert stored B767-200ER Air Canada
cycles will probably join the beer can remanufacture cycle soon.
fleet for either resale, parting out, or breakup. By 2013, there
had been two buyers - B767-233ER fin 616 went to Dynamic
After a long and convoluted debate in the American Congress,
Airways of Hong Kong, and B767-233ER fin 618 was pur-
the B767-200ER has returned to production as a military tanker
chased by Jet Asia Airways.
for the USAF, replacing their KC10 Extender DC10-30ER fleet
and many of the older and re-engined B707’s in the mid-air
After 1995, air travel bookings started increasing and Air Cana-
refueller role.
viii
da needed more capacity on long haul flights. The B767300ER was ordered (initially six) by Air Canada for delivery
One would think that this is the end of the story for the B767
between 1993 and 1995. By year 2000, many more were either
production line. For
vii
acquired when Air Canada bought Canadian Airlines Interna-
the B767-200ER and
tional (CAIL), or B767-300ER leased aircraft were used to fill
-300ER this is not
the schedule gaps when the decision was made to immediately
so.
retire the entire CAIL DC10-30ER fleet. B767-300ER’s previously operated by Scandinavian Airlines, Varig and Air Kenya
Both models are now
were acquired from the used aircraft lessors (GE Capital) to
enjoying a fresh re-
meet immediate capacity demands. Today, Alitalia, Avianca,
ception in the mar-
Aeromexico, and Virgin Nigeria are now operators of former Air
ketplace as freighter
Canada B767-300ER leased aircraft.
conversions , and
ix
we can expect to see
Interestingly, up to the point of the AC/CAIL merger, Air Canada
them in the air for a
had always strived (with minor exceptions) to have a standard-
long time yet.
ized model of its aircraft operating throughout the fleet to provide passenger seating uniformity and cost reduction. Sudden-
David Varnes, ST LL764 and Chair, History Committee
ly, in the B767-300ER fleet, there were more aircraft and more
seating arrangements for the Air Canada seat map than ever
Footnotes:
envisioned. This created a huge seating assignment headache
at Air Canada Passenger Service and for the (now merged) AC/
i
CAIL computerized Reservation system. There were more than
design improvements that fostered the two engine furbofan
a dozen different seating arrangements in the B767-300ER
aircraft, were discussed in the April 2009 Snagsheet article
fleet, ranging from 206 to 227 seats. A last minute aircraft
“Turbofan Aircraft Engines”.
The development history of the turbofan engine, and the many
change became a passenger service seating nightmare until
computerized seat map software caught up with the various
aircraft seating configurations.
Gradually, as the new Boeing 777-200LR’s and -300ER’s entered the fleet, along with the equally delayed B787-8 Dreamliners, some of the leased B767-300ER’s were returned to their
ii
Fedex has completely retired its B727F fleet of 170 aircraft as
of November 2014. The last operational aircraft was donated to
a training college in Dayton, Ohio. The aircraft, a B727-233(F)
was the first B727-233 delivered by Boeing to Air Canada (CGAAA fin 401) and was one of the highlighted aircraft in the
Snagsheet article “Still in the Air” March 2013.
Page 7
iii
THE SNAG SHEET
MONTHLY NEWSLETTER OF CANADIAN AIRWAYS LODGE 764
Later upgrades and relaxation of the ETOPS regulations
allowed Air Canada to operate fins 606-608 on short haul
Atlantic flights (eg. Toronto/Montreal-London)
iv
AIRPORTS/CARGO REPORT APRIL 2015
The history of Vanguard fin 911(the Cargoliner) was de-
tailed in the Snagsheet article “The Turboprop Era” published in October 2004.
v
Fins 621-622 lacked the weight capacity for international
long haul. On the Vancouver-London, England route, cargo
load would often have to be restricted, and on the short-lived
Vancouver-Zurich route, with no cargo on board, an enroute
fuel stop in Iceland was mandatory.
vi
This was the same decision that was made when Air Cana-
da disposed of its DC9-32 fleet in the 1990’s. Fins 730-739
were sent directly to the desert scrapyards for
able DC9-32”.
There were eleven (11) B767-375ER’s in the CAIL fleet,
but not all of them were available immediately to Air Canada.
Some were on long term lease to other airlines.
viii
The saga of how the Boeing Corporation nearly lost the
USAF Tanker bid to rival Airbus was presented in the March
2011 Snagsheet article “Aerial Tankers”. Military roles for the
B767-200ER include airborne radar surveillance and maritime patrol aircraft.
ix
CargoJet, an airfreight carrier in Canada currently under
contract to Canada Post and Purolater Courier, bought a
former Alitalia B767-33A(ER) in 2014 and had it converted to
a freighter (with winglets) by Bedeck of Israel.
The shift trade issue was heard before Arbitrator Raymond
on March 25th. The case was not resolved and is scheduled
to go back in front of the same arbitrator on April 22 nd and
24th. Positive pay will not be implemented at this time. The
company has started to track the shift trade hours as they
apply to the 520. District Lodge 140 has issued a couple of
bulletins regarding this matter.
Shift bidding is now complete for the ramp and CEQ. There
have been more concerns than usual with the equalization.
Please look over your schedules very carefully and if you feel
that you have not been equalized properly you should seek
the advice of your Shop Steward or the Shop Committee.
“parting
out”. See the Snagsheet article December 2010 “The Vener-
vii
Airports/Cargo Report
CEQ has decided that they have the unilateral right to assign
the seat cover changes to the CSCA’s. They have actually
dedicated a crew for this function on the S2015 bid. There
have been many questions about this form the CEQ staff.
The Airports/Cargo Shop Committee has been working with
the Tech-Ops Shop Committee and the GC’s to best determine our course of action. Both Shop Committees feel
strongly that work belongs to the CAT 13’s.
The company has advised us that the profit sharing cheques
should be deposited on Friday April 10th. Most employees are
seeing the transaction already on their HR Connex pay statements. The Shop Committee was not provided any details on
how the amounts were calculated or eligibility criteria. If you
don’t receive the money, you should contact HR Connex to
find out why.
The Shop Committee wishes to thank all of the new Stewards
who participated in the 2015 basic Steward training course.
We would also like to thank our LL764 Educator Neil Carter
for putting together an excellent training program.
Respectfully,
Steve and Rod
Page 8
THE SNAG SHEET
MONTHLY NEWSLETTER OF CANADIAN AIRWAYS LODGE 764
MTU Report
Senior Steward MTU Canada
rent terms and conditions. I believe there is only one other
LL 764 Pension Committee Report
MRO provider presently in the bidding process but as holders of
this contract we are in a very positive position as our past performance has been excellent but it is critical that we maintain
The overall workload this last quarter has been fairly slow
our commitment to quality and turnaround times.
therefore I am anticipating overtime hours should be well below
the averaging agreement which I will review upon receipt from
We recently had a visit from the U.S. Department of Defense
the Director of Production.
which was very positive as they wanted to view a commercial
M.R.O. engine overhaul facility which was indeed good timing
Local Lodge Educator Brother Neil Carter held a Shop Stewth
with regards to the renewal of the KC10 contract, this visit alt-
ards training session on the 26 March which was well attended
hough not directly related with regards to decision makers can
by bargaining units from both MTU and Air Canada, I have re-
only stand us in good stead as far as the reporting structure
ceived a lot of positive feedback from the members that attend-
and overall feedback. During this visit MTU was able to demon-
ed therefore I would like to extend a thank you for a job well
strate 100% of our capability to handle military products under
done by our educator.
commercial best practice. The D.O.D. visitors left with an outstanding impression of our capabilities, commitment to quality
There is a huge awareness in the workplace at present with
and being well organized.
regards to quality, the message from the company is very clear,
anyone not following master cards, procedures, directives or
Let’s maintain this standard of quality that the Brothers and
persons whom are not clear on exactly what they have been
Sisters at MTU Canada should be proud of, our continued com-
assigned or directed to do should stop and seek further clarifi-
mitment to quality and turnaround times is what keeps us com-
cation from their Team Leader before proceeding otherwise you
petitive in this very aggressive global market.
are at risk of disciplinary action which is presently the case, do
not guess or deviate from the paperwork, master-card or manuals otherwise you are putting your employment in jeopardy or
perhaps creating an unsafe working practice.
We are anxiously awaiting the outcome of the Alaska Airlines
announcement on whom will be awarded the CFM56-7 contract
which is a ten year contract with approximately twenty shop
visits a year, MTU of course has submitted their bid and is in
the last round of preferred MRO providers, a final decision on
the award of this contract will be made sometime in April, the
feedback so far has been very positive.
Our present contract with the United States Air Force for the
KC10 fleet which is powered by the CF6-50 is up for renewal,
all bids including MTU’s have been submitted and are currently
under review, a decision on this contract was scheduled to be
made this coming October but I have since been advised that
date has now been pushed into 2016, this is somewhat good
news as we will continue to service this contract under our cur-
In Solidarity, Brother Jim Mathieson
Page 9
THE SNAG SHEET
MONTHLY NEWSLETTER OF CANADIAN AIRWAYS LODGE 764
Air Canada Pension Report
APRIL 2015 – LL764 AIR CANADA PENSION COMMITTEE
REPORT
For two married or common law spouses who are both receiving OAS benefits the monthly GIS benefit is $506.86
each if they have a combined annual income of $47.99 or
less. This also reduces by $1 for each $48 increase in combined annual income up to $22,560. No GIS benefit is paya-
The amount of Guaranteed Income Supplement (GIS) that
ble beyond that income.
you may receive depends upon your marital status and your
previous year’s annual income if you are single, or your com-
If one spouse if receiving an OAS benefit and the other is not,
bined annual income if you are married. Because the GIS,
then the permissible combined annual income amounts are
like OAS, is indexed quarterly to the Canadian CPI, all figures
higher to account for the second spouse working and earning
quoted in this report are valid only from April 1st to June 30th,
a taxable income, unlike OAS which is considered non-
2015.
taxable income. In this case the monthly GIS benefit payable
to the OAS recipient is $764.40 if their combined yearly in-
You must report all income from any sources including CPP,
come is less than $4,095.99. The monthly GIS benefit reduc-
company pensions, RRSPs, EI, capital gains and of course
es by $1 for each $96 dollar increase in the combined annual
any other employment income from any source. All OAS,
income up to $40,944. No GIS benefit is payable beyond that
OAS allowances and GIS benefit amounts are excluded from
income.
the calculation of your annual income for the purposes of
determining your qualification for the GIS benefit.
For couples with one spouse receiving an OAS benefit and
the other spouse receiving an OAS allowance (between ages
To continue to qualify for GIS benefits on an annual basis
th
60 to 64) the GIS monthly benefit payable and the combined
you must have filed an income tax return by April 30 and
annual income threshold amounts are identical to a couple
you must also submit a report of your annual income by June
who are both receiving full OAS benefits.
th
30 of each year. Your GIS benefit payment will cease if you
exceed the maximum annual income threshold, if you leave
Finally there is an Allowance for a Survivor (age 60 to 64)
Canada for more than six (6) consecutive months, if you are
whose partner is deceased while in receipt of OAS benefits.
incarcerated for two (2) years or more or if you die.
The monthly Allowance payable is $1,198.58 if the person’s
annual income is less than $47.99. The Survivor’s Allowance
The maximum GIS benefit payable for a single person is
reduces by $1 per month for each $48 increase in their annu-
$764.40 per month if your annual income is less than $24.
al income to a maximum of $23,016. No Survivor’s Allowance
That is not a typo. The amount of the GIS benefit is prorated
benefit is payable beyond that income.
from $0 annual income to $17,087.99 with a $1 per month
reduction in your GIS benefit for each $24 dollar increase in
I may be contacted at [email protected] with any ques-
your total annual income. The GIS benefit is payable in addi-
tions or concerns that you may have. You can now also fol-
tion to your OAS benefit so a single person who is entitled to
low me on Twitter @president764 for regular pension and
the full GIS and OAS benefits will receive $1,328.12 per
IAM&AW information updates.
month.
Respectfully Submitted,
So if your annual income is between $24 and $47.99 then
you would receive $763.40. This reduction of $1 in your
Christopher Hiscock
monthly GIS benefit continues for each $24 dollar increase in
Chairman, Air Canada IAM&AW Pension Committee
your income until you will receive a GIS benefit of only $0.59
per month if your income is between $17, 064 and
$17,087.99. If you earn $17,088 or more per year you are not
entitled to receive any GIS benefits.
Page 10
THE SNAG SHEET
MONTHLY NEWSLETTER OF CANADIAN AIRWAYS LODGE 764
Political Action Report
LL 764 Pension Committee Report
Federal:
Municipal:
The Harper Conservatives continue to try to ram bill C-51
Don’t forget to have your say in the Transit Referendum. You
through Parliament in spite of strong opposition from Canadi-
should have received a mail in ballot that needs to be returned
ans, lawyers, judges, community groups and the NDP. More
no later than May 29, 2015. It is important to vote so that all
than 100,000 people have signed petitions calling for it to be
levels of government know you are engaged and watching
scrapped. In an attempt to blunt some of this criticism the Con-
them.
servatives have proposed a few amendments, none of which
will fix the fundamental problems with the bill. This approach is
In Solidarity,
consistent with a government that is more concerned with im-
Janet
posing its will on citizens rather than governing for the collective
good.
United Airlines Report
The budget has been delayed into April, in response to the drop
in oil prices. Which begs the question, if a downturn in a single
APRIL 2015 REPORT
sector of the economy causes such a need for re-examination,
do the Conservatives really know what they are doing when it
comes to the Canadian economy? Do we believe they are
‘good economic managers’ only because that is what they tell
We are closer to a resolution on the outstanding sick pay griev-
us? In fact, we can, as Canadians, ‘have it all’, or at least more
ances. Sister Tania Canniff has continued to work on these
than we do now, in spite of what the Cons say. Check out The
issues with the Company and it is hoped all outstanding issues
Alternative Federal Budget 2015, “Delivering the Good” by the
will be resolved shortly.
CCPA at www.policyalternatives.ca.
There are no updates on the Supreme Court of BC filing by the
There is a fundraiser for MP Don Davies on Saturday May 9,
Company with regards to Arbitrator Vince Ready’s decision on
7pm, at the Polish Community Centre 4015 Fraser St in Van-
the retiree medical.
couver. Don has been a great friend of LL764, attending past
rallies, listening to our member’s concerns and bringing our
It appears that Members who opted to transfer some of their
issues to Ottawa. Tickets are $20 from Janet, or at kingsway-
severance directly to an RRSP account did not get a statement
[email protected].
for tax purposes.
It is unclear whether such documentation
should have come from Towers Watson or the Member’s finanProvincial:
cial institution. Members are advised to contact their financial
institution and ensure they have all documents required for fil-
April 1, 2015 saw rate hikes in BC for hydro, ferries and more
ing taxes.
as the Clark Liberals delivered their budget with a $230 million
tax break to the top 2% in BC at the expense of BC taxpayers.
Members who retired and would like an acknowledgement of
NDP leader John Horgan has an initiative to address the con-
their years of service from the IAMAW should advise Bro. David
cerns of BC families. Have your say on what the government
Varnes through the Lodge office. Information on retirements
priorities should be at www.BCNeedsaBreak.ca.
was not provided to the Union by the Company.
There are two recall campaigns going on, one for MLA Marc
Congratulations to this year’s long service pin recipients!
Dalton in Maple Ridge Mission, another for MLA Richard T Lee
in Burnaby South. For more information see
In Solidarity,
www.bccitizensrecall.com.
Janet Andrews
Page 11
THE SNAG SHEET
MONTHLY NEWSLETTER OF CANADIAN AIRWAYS LODGE 764
EAP Report
Tech Ops Report
Tech Ops Shop Committee Report
TO LOCAL LODGE 764
Executive Meeting – April 7, 2015
APRIL 8, 2015
Basic Shop Steward Training – Basic Shop Steward Training occurred on Thursday, March 26th, my Thanks to Local
Lodge Educator Neil Carter for facilitating this training.
1231 EAP promotional blue lanyards have arrived for active
Air Canada IAMAW Members. It has a 3.7 GB USB attached
Shift Trade Policy Update –DL140 challenged this issue
that
tells
all
about
nationally in front of YYZ arbitrator Steven Raymond on
www.iam140eap.ca.
the
IAMAW
EAP
program
March 25th in YYZ. The arbitration was adjourned until April
22nd and 24th. DL140 Bulletin 19 has more details.
An EAP promotional poster and pamphlets, Eleven Reasons
Why Your Joint EAP is Valuable to You”, will be posted on
Summer Flying – I’d like to thank local ACM management
the EAP bulletin boards in Air Canada workplaces.
for being proactive in submitting staffing requests for known
upcoming retirements. Knowing first-hand how long the ap-
We had the EAP quarterly meeting April 7, 2015 at Local
proval and recall process actually takes; I view it as prudent
Lodge 764 and all six (6) EAP Coordinators attended.
for management to be ahead of the curve on replacements.
May 1st is approaching swiftly.
EAP Coordinator, Mike Reinhard, will be attending EAP III at
the William Winpisinger Technology Center April 12 - 17,
System Seniority List – The National Shop Committees and
2015 in Hollywood, Maryland.
YUL Labour Relations participated in a conference call on
Tuesday, March 31st pertaining to the issuance of this year’s
On March 10 & 11, 2015, five (5) Regional (YVR, YYC, YWG,
seniority lists. Efforts from the article 16 sub-committee along
YYZ, YHZ) Coordinators attended our EAP National meeting
with DL140 appear to have improvements at a system level
in Toronto at Local Lodge 2323.
resolving seniority related issues.
EAP Regional Coordinator, Brian Bethell, gave an overview
Tech Ops Retirements – The Shop Committee would like to
to each of the new hire IAMAW Air Canada classes on March
congratulate the following Members: William Lai – Lead Cat
16, 2015 and again on April 14, 2015.
23, and Paul Caspell – Cat 38 who retired on April 1st. The
Shop Committee would like to wish them a long, happy and
In Solidarity
healthy retirement.
In Solidarity
Brian Bethell
Glenn Cooper
EAP Regional Coordinator
Local 764 Executive Board
Next General Meeting
May 13, 2015
5 PM
7980 River Road
Richmond, B.C.
Chris Hiscock – President
Austen Knight – Vice-President
David Varnes – Secretary Treasurer
Laura Sharpe -Recording Secretary
Chris Cheung - Trustee
Daniela Zalunardo - Trustee
Neil Carter – Educator
Dave Marshall - Trustee
Melissa Revoy – Conductor/Sentinel
Gordon Taylor – Communicator
Glenn Cooper - Tech-Ops Shop Chair
Steve Prinz - Airports/Cargo Shop Chair
Jim Mathieson – Senior Steward MTU
Janet Andrews – Senior Steward UAL
Ron McKelvie – Clerical Chief Shop Steward
WE’RE ON THE WEB!
WWW.IAM764.CA
The Snag Sheet is published 10 times per year :
CANADIAN AIRWAYS LODGE 764
7980 RIVER ROAD,
RICHMOND, B.C. V6X 1X7
< CHARTERED 1941 >
IN MEMORIAM
EDITOR: Gord Taylor
WEBMASTER: Gord Taylor
BROTHER
Office: (604) 273-9668
GERRY EPP
Fax: (604) 273-9670
E-mail:
[email protected]
All monthly issues are available
online by visiting the Lodge website: