USAPA’s November 30, 2010 Airbus Safety Alertleonidas.cactuspilots.us/US_Air_Injunctive_Relief... · · 2011-08-07united states district court western district of north carolina

UNITED STATES DISTRICT COURT WESTERN DISTRICT OF NORTH CAROLINA

CHARLOTTE DIVISION CIVIL ACTION NO.

US AIRWAYS, INC.,

Plaintiff,

v.

US AIRLINE PILOTS ASSOCIATION and MICHAEL J. CLEARY,

Defendants.

TABLEOF CONTENTS OF EXHIBITS TO

DECLARATION OF LYLE HOGG IN SUPPORT OF PLAINTIFF’S MOTION

FOR PRELIMINARY INJUNCTION

Exhibit Description

1 USAPA’s November 30, 2010 Airbus Safety Alert

2 Communication from Airbus in 2004

3 Communication from Airbus in 2010

4 Company’s message to all pilots

5 December 1, 2010 Update on Airbus Safety Alert issued by USAPA

6 “Distance Learning” stickers

7 May 19, 2011 message sent to all pilots

8 USAPA’s May 24, 2011 letter

9 USAPA’s note from its website

10 USAPA’s September 30, 2010 communication

11 USAPA’s March 1, 2011 publication

12 Response from USAPA’s Communications Chairman

13 April 25, 2011 e-mail

1 Case 3:11-cv-00371-RJC -DCK Document 16-1 Filed 07/29/11 Page 1 of 108

2

Exhibit Description

14 Decal photograph

15 April 27, 2011 publication

16 “Safety Committee Operational Guidance”

17 USAPA’s May 9, 2011 press release

18 May 12, 2011 e-mail

19 USAPA’s May 11, 2011 publication

20 June 22, 2011 publication

21 July 16, 2011 e-mail

22 Note re text messages

23 [email protected]. July 22, 2011 e-mail

24 [email protected] July 22, 2011 e-mail

Case 3:11-cv-00371-RJC -DCK Document 16-1 Filed 07/29/11 Page 2 of 108

Exhibit 1


2

Exhibit Description

14 Decal photograph

15 April 27, 2011 publication

16 “Safety Committee Operational Guidance”

17 USAPA’s May 9, 2011 press release

18 May 12, 2011 e-mail

19 USAPA’s May 11, 2011 publication

20 June 22, 2011 publication

21 July 16, 2011 e-mail

22 Note re text messages

23 [email protected]. July 22, 2011 e-mail

24 [email protected] July 22, 2011 e-mail


www.usairlinepilots.org November 30, 2010

Safety Committee Update

AIRBUS SAFETY ALERT

This weekend a potential airworthiness issue came to our attention regarding the A-319/A-320/A-321 fleet. There are several inspection holes located on the underside of the flaps. Some of these holes are required to be covered with a round disc, approximately 2 inches in diameter. Apparently, over the course of time, these covers are missing from aircraft within our fleet. The covers are required for flight and may not be deferred via the MEL. They can be temporarily repaired with speed tape, provided a permanent repair is completed within 48 hours. While we do not have an explanation for the significance of these covers being a required item, they apparently have an effect on the aircraft's airworthiness. Please remember that FOM 8.3.5 requires an FDML discrepancy to be entered for any failure, malfunction or defect that may affect the safe operation of the aircraft. If you fly an aircraft with a known discrepancy, you are at risk from both a safety and violation perspective. Please be extra vigilant during your exterior preflight in looking for these covers. If you are unsure if a cover is required or not, make an entry in the FDML and allow maintenance to make the determination after an inspection. We have attached a picture of the left inboard flap inspection ports as an example.

We will provide additional information as it becomes available. Please contact us with any questions.

Tom Kubik


John Sabel

To adjust your email preferences or to opt out of communications, please visit the My Settings section of the website.

© 2010 US Airline Pilots Association 5821 Fairview Road, Suite 400, Charlotte, NC 28209

Phone Message: 877-332-3350 | Office: 704-936-4500 | Toll-free: 877-332-3342


Exhibit 2



Exhibit 3


From: IBANEZ-GARCIA, Daniel I Sent: 01 December 2010 05:31 To: USACLT; USAPHX Cc: LUEBBE, Thomas; BRAUD, Jean-marc Subject: AIB>USA>SA fleet>ATA57>FLAP INSPECTION HOLES COVERS MISSING Attn Mr, Lance Cawthon Your ref, Your mail from the 1st of Dec 2010-12-01 Our ref, SEES3-2010-560187 Id : 1-2BSP83 USA QUERY USA is requesting the following confirmation from Airbus on an urgent basis in order to be able to advise the Pilots of the actual facts regarding the missing patches: 1) Use of speed tape (per AMM) is a permanent repair and does not require replacement in 48 hours. 2) Covers can be missing and replaced at the next convenience maintenance opportunity. 3) There is not a potential airworthiness concern as stated above. 4) Did Airbus put out any information that resembles the above correspondence? AIRBUS RESPONSE In relation to your queries we would like to provide you with the following information: 1.- Inspection and drain holes on flaps can be covered on a permanent basis with speed tape DAN220-01 as it is quoted in the AMM 57-52-00, but also in the following Drawings applicable to SA fleet: Outboard flap A319-A320 < MSN 339: D575 71005 sheet 4 < MSN 598: D575 71006 sheet 4 < MSN 789: D575 71007 sheet 2 MSN 789 and subsequent: D575 71008 sheet 2 A321 < or equal to MSN 1503: D575 85500 > MSN 1503: D575 85501 Inboard flap A319-A320 < MSN 427: D575 70050 sheet 14 < MSN 568: D575 70500 sheet 15 MSN 568 and subsequent D575 70650 sheet 26 detail Z A321 D575 73200 sheet 1&2 D575 73800 sheet 1&4 2.- We confirm you that covers can be replaced at next suitable opportunity. 3.- We confirm you that there is not an airworthiness concern related to this issue. The missing covers do not have an impact in the structural integrity of the flaps. There is not any dedicated inspection task to check the condition of these patches. Missing covers are usually found during routine maintenance tasks. 4.- In addition to the above we would like to remind you that patches can be locally manufactured from CML 08-061A, and that they are being progressively replaced by rubber grommets quoted PN G5757123020X and/or D5757064220X as depicted in the table attached. We trust this information is helpful, for any further assistance do not hesitate to contact this office again,


Best Regards, Daniel IBANEZ-GARCIA Structure Engineer Structure Customer Support - SEES3 Wing Movables / Doors / Horizontal Empennage AIRBUS Central Entity Phone:+33(0)567192443 Fax:+33(0)561933614 Mailto:[email protected] Note:Automatic tracking of further correspondence will be ensured if a direct reply is made to this email. Please do not remove the following line #SR#1-2BSP7N#/SR##ID#1-2BSP83#/ID##TE#1-BLT-28#/TE##ST#CL#/ST#


Exhibit 4


We are aware of an issue concerning inspection ports on the underside of the flaps on the Airbus 319/320/321fleet. Our aircraft are delivered new with foil tape covering these 2-inch ports; in discussions with Airbus, absence of the foil tape is not an airworthiness item or an aircraft performance issue. The inspection ports in question do not have to be covered for dispatch; the aircraft can fly for up to a US Airways self-imposed limit of 100 flight hours without any restrictions. Please keep in mind that in addition to the inspection ports discussed, there are also drain holes on the underside of the flap that must remain uncovered in order for moisture and condensation to drain out from inside the flap. All aircraft in the fleet have been inspected by Maintenance and re-taped, if required. In the future, should you encounter an aircraft with this issue, contact your dispatcher to verify if the aircraft has been previouslyprogrammed for replacement or if a new FDML entry is required. Captain Lyle Hogg Vice President, Flight Operations


Exhibit 5


www.usairlinepilots.org December 1, 2010

Safety Committee Update

Update on Airbus Safety Alert

On November 30th, we issued an Airbus Safety Alert regarding a requirement for inspection ports on the underside of the flaps (A-319/A-320/A-321) to be covered. In response to that airworthiness concern, the Company has obtained relief to allow up to 100 flight hours of operation without the inspection ports being covered. This relief requires that a permanent repair be accomplished not later than 100 flight hours, as follows:

• Remove remaining damaged cover(s) or grommet(s) • Clean around Inspection Hole(s) with clean rag and a suitable solvent • Apply Aluminum Foil Tape over the Inspection Hole

Based on an estimated average of 10 flight hours per aircraft, per day, we anticipate this permanent repair to be complete on the entire Airbus fleet by approximately December 15th. Review the FDML to confirm that the permanent repair requirement has been programmed. If there is any question as to the status of this permanent repair, particularly after December 15th, please make an FDML entry and consult maintenance.

The Company's CBS message last night (following USAPA's alert to the pilots on this issue) stated, "absence of the foil tape is not an airworthiness item ..." This statement is categorically untrue, proven by the fact that numerous Airbus aircraft were grounded to facilitate repairs. That the Company created its own relief through an engineering order (something it is allowed to do) does not retroactively mean the aircraft were airworthy in their prior state.

The Company went on to state in the CBS response, "The inspection ports in question do not have to be covered for dispatch; the aircraft can fly for up to a US Airways self-imposed limit of 100 flight hours without any restrictions." This statement was untrue prior to the engineering order, which occurred only because of USAPA's disclosure of this issue to the pilots.

The following excerpts from FOM references may be applicable:

8.1.1 Responsibility. Flight Operations and Maintenance share in the responsibility for documentation of aircraft discrepancies and corrective actions in the FDML.

8.1.2 Airworthiness. Maintenance ensures all aircraft are released in airworthy condition.

8.1.3 Operation. No aircraft may be operated after maintenance, preventive maintenance, or alterations unless an appropriate entry is made in the applicable document (i.e., FDML, CML, ME-192) by an authorized person.

8.3.7 Maintenance Difficulties. Report through normal departmental channels, instances in which corrective maintenance action (including nonessential items) have not been accomplished in a timely fashion, or in accordance with approved policies.


It is unequivocally your responsibility to record any maintenance discrepancies in the FDML.

Tom Kubik John Sabel Co-Chairmen USAPA Safety Committee 704-421-3806


© 2010 US Airline Pilots Association 5821 Fairview Road, Suite 400, Charlotte, NC 28209



Exhibit 6



Exhibit 7


FLIGHT OPERATIONS TO: All Pilots FROM: Captain Lyle Hogg, Vice President Flight Operations DATE: May 19, 2011 SUBJECT: DISTANCE LEARNING In recent weeks many of you have been contacted via phone, sent messages, or seen flyers and stickers encouraging pilots to be “On Board” by delaying the completion of your Distance Learning Training. A concerted action such as this, intended to disrupt our operation, is considered to be an illegal job action and will not be tolerated. Please accept this note as a reminder to complete your required recurrent training no later than May 25, 2011. Lyle Hogg Vice President Flight Operations


Exhibit 8


May 24, 2011 Lyle Hogg VP Flight Operations/Inflight US Airways 4000 East Sky Harbor Blvd. Comail: PHX-FTC-SSS Phoenix, AZ 85034 Dear Captain Hogg, We are in receipt of your CBS communication to US Airways pilots regarding distance learning dated May 19th. It is truly unfortunate that you have chosen to communicate with them directly rather than enlist the support of USAPA in dealing with your perceived threat of concerted action in failing to complete distance learning in a timely manner. We are unaware of any concerted action in this regard. Further, in my letter to Mr. Hemenway on May 10th, I advised that we had posted a message on our web site advising the pilots of this fact. In that same letter I requested that the company provide us with any evidence of this activity and we did not receive any response from the company. All of this notwithstanding, I want to be perfectly clear with you again that this organization in no way endorses or supports or condones any action in violation of the status quo provisions of the Railway Labor Act. Very truly yours,

Mike Cleary President


Exhibit 9


From: Mike Cleary <[email protected]> Date: May 29, 2011 5:19:16 AM PDT To: "Hogg, Lyle" <[email protected]>, Randy Mowrey <[email protected]>

Lyle,

Here is the web site posting that you requested. I know that it is Sunday morning, but if you have any questions about it, as always please feel free to call.

The screenshot below is from the Member’s homepage. The link leads to the text below the screenshot.

MC


Notice Regarding Wildcat Efforts


USAPA has received a letter from US Airways Vice President Al Hemenway alleging that there is a "campaign" to persuade pilots not to finish their "Distance Learning" training modules until the last day of the deadline, and that such collective action by the pilots would force the Company to cancel flights.

Please be advised that it is not USAPA’s policy to direct its members to collectively schedule their Distance Learning for the purpose of disrupting the Company’s flight schedule. USAPA does not endorse any concerted action in this regard, and the Association directs its members to refrain from engaging in any wildcat effort of this nature that may exist.

Mike Cleary | President US Airline Pilots Association | Representing the Pilots of US Airways Office: 704.936.4500 | Mobile: 980.875.7625 | USAirlinePilots.org

USAPA’s mission is to ensure safe flights for our passengers by guaranteeing that their lives are in the hands of only the most qualified, competent and well-equipped pilots. USAPA will fight against any practices that may jeopardize our pilots’ training, equipment, workplace environment, compensation or work/life balance, or compromise our pilots’ ability to execute the optimal flight.

USAPA, 5821 Fairview Road, Suite 400, Charlotte, NC 28209

"The information contained in this e-mail (along with any attachments) is intended only for the use of the individual to whom it is addressed and may contain privileged and/or confidential information that is exempt from disclosure under applicable law. If the reader of this message is not the intended recipient, you are hereby notified that you should not read any further, and any dissemination, distribution, or copying of this communication is strictly prohibited. If you have received it in error, please notify the US Airline Pilots Association [email protected] immediately, and immediately delete this transmission. Electronic Mail is not secure, may not be read every day, and should not be used for urgent or sensitive issues.


Exhibit 10


Subject: The Iron Compass - Vol. 1, Issue 60

‐ Ongoing Items ‐

In any week, your Union is confronting issues on literally dozens of fronts. Let your voice be heard. Get involved. In addition to the subjects in today's Compass, below are some of the past issues we have discussed.

Vote in the Member Poll Tell us how you heard about the recent Leadership Walk. Your input will help us evaluate the different ways we communicate with you. Click here to visit Members Home <http://usairlinepilots.org/index.php?option=com_acymailing&ctrl=url&urlid=29&mailid=173&subid=1137>

USAPA Looking for Committee Volunteers The Training Committee is currently in need of a 767 representative. Contact Wayne Mann, Training Committee Chairman, at [email protected] to indicate your interest. If you are interested in serving your union, contact Steve Szpyrka, our Membership Services Committee Chairman, or the Committee Chairman of the committee in which you are interested. Click here to email Steve Szpyrka <mailto:[email protected]> Click here for a list of committees <http://usairlinepilots.org/index.php?option=com_acymailing&ctrl=url&urlid=30&mailid=173&subid=1137>

New Contract Hotline Schedule Steve Myers and Ryan Dalton will now be answering the Contract Hotline on alternate days. The main hotline number is 877‐332‐3342 x 4555, or 704‐936‐4555. Depending on the day of the week, this number will forward to either Steve or Ryan as appropriate. You can also reach Steve and Ryan directly at: Steve Myers (Mon‐Thurs) ‐ 704‐458‐7297 Ryan Dalton (Fri‐Sun) ‐ 704‐806‐3029

UPEAF Payroll Deduction Pilots are now able to contribute to the US Airways Pilots Emergency Assistance Fund (UPEAF) via payroll deductions.


Download the UPEAF Payroll Deduction Form <http://usairlinepilots.org/index.php?option=com_acymailing&ctrl=url&urlid=86&mailid=173&subid=1137>

Upcoming USAPA Events Sept 28 ‐ 30 BPR meeting, CLT Airport Oct 7‐28 PHX Vice Chairmen Election Open Oct 11‐15 Negotiating Session with NMB, US Airways Oct 20 Contract Education Campaign in PHX Click here for the full USAPA Calendar <http://usairlinepilots.org/index.php?option=com_acymailing&ctrl=url&urlid=32&mailid=173&subid=1137> USAPA Officers President Mike Cleary Vice President Randy Mowrey Secretary‐Treasurer Rob Streble Executive Vice President Gary Hummel In this Edition:

• BPR Meeting Begins in Charlotte <#bpr> • Pension Investigation Committee Video Coming Soon <#pension> • Watch for Upcoming Safety Culture Survey <#safety>


• NAC Schedules Future Negotiating Sessions <#nac> • Choose How You Receive USAPA Email <#email> • Operational Alerts and Reminders <#alerts>

BPR Meeting Begins in Charlotte The Board of Pilot Representatives convened its meeting yesterday in Charlotte at the Charlotte Airport. A recap of day one has been posted on the website, and a recap of today's proceedings will be posted as soon as it's available. The meeting will continue tomorrow, Thursday, September 30, at 0900 in the Piedmont Room above the food court. Tomorrow's preliminary agenda is included below: Thursday, September 30 ‐ Call to Order at 0900 and adjournment at the completion of work

• Negotiating Advisory Committee Report 0900‐1100 • Training Committee Report 1115‐1215 • HIMS Committee Report Bob Sullivan 1300 • Agenda Item Work

Click here to read the Day One meeting recap <#bpr_full> <http://usairlinepilots.org/index.php?option=com_acymailing&ctrl=url&urlid=153&mailid=173&subid=1137>

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Pension Investigation Committee Video Coming Soon The Pension Investigation is wrapping up its road shows with an appearance at this week's BPR meeting. Soon a video of the Committee's road show presentation at the Charlotte domicile meeting will be available for viewing. The video will contain three parts – a report from the Committee, a presentation by lead attorney David Butler and a Q&A session with pilots. Committee members, BPR members, Officers and several P4P representatives will have copies of the video, so contact one of them if you would like to view it. Click here for the full PIC update <#pension_full>


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Watch for Upcoming Safety Culture Survey USAPA’s upcoming Safety Culture Survey is a groundbreaking opportunity for our pilots to provide input to the Safety Committee. We anticipate this survey will have strong implications beyond just safety, and we urge you to participate since the data will strengthen USAPA’s ability to represent you, the line pilot. For that reason, every US Airways pilot is strongly urged to participate in this anonymous survey. It’s critically important to note that the Safety Culture Survey is the only official survey being conducted by USAPA. Recently, some of our pilots have received unauthorized “invitations” to take an unofficial survey conducted by a group calling themselves “The Pilot Surveyor.” Billed as an “independent” survey being taken by pilots who “support our union and are committed to our union’s success,” you should know that nothing could be further from the truth. Click here to read more <#safety_full>

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NAC Schedules Future Negotiating Sessions New dates for upcoming NAC NMB‐mediated negotiating sessions with the Company are now available: Oct 11‐15 – Chicago Nov 1‐5 – Washington, DC Dec 6‐10 – Washington, DC Jan 10‐14 – Dallas Feb 14‐18 – Dallas Mar 14‐18 – Dallas April and beyond – dates and locations as determined by Mediator

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Choose How You Receive USAPA Email Did you know that you can customize the types of email you receive from us? Receive the full committee updates by email as soon as they are posted to the website. Choose what types of Bereavement Notices, if any, you'd like to receive. Or opt just to receive USAPA breaking news – like the Iron Compass, President's Messages and other time‐critical updates. To set up your email preferences, visit My Settings on the website and click on the "Edit subscriptions <http://usairlinepilots.org/index.php?option=com_acymailing&ctrl=url&urlid=91&mailid=173&subid=1137> " tab. To log in to the new site, use your 5‐digit USAPA number as your username, and your 6‐digit new employee number as your password. You can then change your password to something that you can easily remember. If you can't locate your USAPA number or new employee number, contact USAPA Membership at [email protected].

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Operational Alerts & Reminders Please remember that we now have 188 pilots on furlough and 90 pilots on EVLA. Pilots are reminded to review FOM 1.3.4 Captain's Authority: If the Captain is dissatisfied with any aspect of the aircraft’s airworthiness and/or maintenance status, or if he is not sure the operation can be safely executed, then the operation will stop until he is completely satisfied. Adjusting only for parity for both pilot groups, today the Company owes pilots the following approximate amounts, in addition to retroactive pay: East A320/B737 Captain/First Officer Lineholders: $58,633/$40,046. Reserves: $52,425/$35,806 West B757 Captain/First Officer Lineholders: $7,217/$4,763. Reserves: $6,174/$4,075

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BPR Meeting Recap: Day One <http://usairlinepilots.org/index.php?option=com_acymailing&ctrl=url&urlid=237&mailid=173&subid=1137> Yesterday, the Board of Pilot Representatives began its three-day meeting in the Piedmont Room at the Charlotte Airport above the food court. The scheduled meeting agenda included:

• Officer Reports • Members in Good Standing to Address the Board • Review of Constitutional Duties and Responsibilities • Pension Investigation Committee Report • Agenda Item Work

The meeting was called to order at approximately 0910. Roll call was followed by the Officer reports. President’s Report: President Mike Cleary briefed the BPR on the State of the Union, noting that we have turned our focus squarely on the goal of attaining an industry-standard contract and that all our resources are being deployed in support of this task. He informed the Board that a communications plan is being implemented in coordination with the Strike Preparation Committee. We are now seeing the first visible steps toward our goal of securing an industry-standard contract in the form of our successful leadership walk in Philadelphia and our Contract Education Campaign meetings in Philadelphia, Washington, D.C., and Charlotte. Next, the Board was briefed on the cross-talk between USAPA and other labor unions on the property who report that Management is using the same ineffective ploys at the negotiating table, i.e., trying to paint US Airways as uniquely unable to compensate its employees as other major airlines do. President Cleary relayed a recent discussion with the IAM about some bitterness leftover from ALPA’s actions as far back as 1992. Mike assured the IAM that USAPA is a completely different animal, so to speak, and that they can count on our complete support going forward. Important new information was made available on Maintenance Duty Managers. This a potentially ominous development, where maintenance management personnel (non IAM members) are working in unison with Dispatch to police aircraft write-ups and report their findings directly to the Chief Pilot’s office. This situation is being looked into, and we will have more information for you soon. President Cleary briefed the Board about a recent flight that diverted to SFO with smoke in the cockpit. USAPA’s Accident & Investigation and Safety Committees and President Cleary were in constant contact via conference call throughout the incident and after a successful landing was made in SFO. The Safety Committee is now in charge for follow-up purposes. Captain Cleary next addressed the recent PHX Domicile Meeting, confirming that the Secretary-Treasurer and Executive Vice President were asked not to attend. President Cleary explained that consensus had already been reached on the issue, and that it didn’t make sense for the Officers to meet with our PHX pilots without a current briefing and the ability to address substantive issues important to the PHX-based pilots. Additionally, the Officers have a meeting planned in PHX for October 20th. President Cleary then requested that the Board confirm the appointments of Larry Rooney and Alejandro Munevar to the


Training Committee as Vice Chairman and member, respectively, which passed unanimously. President Cleary then discussed the upcoming Presidential Election at CAPA on October 6th. USAPA has nominated current CAPA Vice President First Officer Jeff Skiles for the position. A complete update on developments within CAPA is forthcoming. Next, the President introduced Ad Hoc Union Operating Manual Committee Chair Rich Peters, who turned the presentation over to CLT Vice Chairman and Ad Hoc committee member Steve Crimi. Up for consideration was an amendment to ease the process by which contracts for various services are committed to and signed for. After a lengthy briefing from USAPA legal counsel Lee Seham, followed by thorough discussion and debate by the Board, a proffered motion failed. A short recess followed while various members of the Board worked on an amendment to the language. Upon reconvening, the amendment passed unanimously. BPR Q&A on President’s Report: Significant discussion ensued during the Q&A session with the BPR, centered mostly on the events surrounding the PHX Domicile meeting. President Cleary reiterated that the Executive Vice President and Secretary-Treasurer were in no way “ordered” not to attend the meeting, and that there was no plan to exclude anyone. He explained that we should be appropriately prepared. Lee Seham added that any misrepresentation of the issues surrounding Section 22, Seniority, could harm the union. He stated that it’s in the best interests of ALL US Airways pilots that USAPA’s Conditions and Restrictions be presented in a complete and accurate manner. The October 20th meeting has already been determined to be the proper time for that presentation. Members in Good Standing to Address the Board: Of approximately 30 pilots in the room, several Members in Good Standing addressed the Board. Topics ranged from unity, politics and recall attempts to the PHX meeting and negotiations. Officer Reports: Vice President (VP) Randy Mowrey briefed the BPR on the Contract Education Campaign, its upcoming event in PHX on October 20th and work regarding the West Early Retirement Program. VP Mowrey is in contact with ALPA on the retirement program and is awaiting supporting documentation. He then briefed the Board on the IBT Alliance, noting that he was pleased to learn that the IBT’s new merger policy, which should be in effect in a matter of weeks, will embrace date of hire principals. VP Mowrey concluded with a brief on hotel security in Rio de Janeiro. The Board next received an update from the Pension Investigation Committee. The presentation was the same as recent presentations in PHL and CLT. A video of the presentation is being produced that will be available for viewing through your Domicile Representatives. The meeting recessed at approximately 5:20pm ET, and resumed this morning at 08:30am ET. Remaining agenda items include: Wednesday, September 29

• Auditor's report 0830-0900 • Grievance Committee Report 0900-1200 • Merger Committee Report 1230-1330


• Scope Clause Review Committee Report 1300-1430 • CAPA Guest Paul Onorato with Jeff Skiles discuss CAPA funding 1500-1600 • Agenda Item Work

Thursday, September 30 - Call to Order at 0900 and adjournment at the completion of work

• Negotiating Advisory Committee Report 0900-1100 • Training Committee Report 1115-1215 • HIMS Committee Report Bob Sullivan 1300 • Agenda Item Work

USAPA Communications

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Pension Investigation Committee Road Show Video Coming Soon <http://usairlinepilots.org/index.php?option=com_acymailing&ctrl=url&urlid=235&mailid=173&subid=1137> Dear Fellow Pilots, We are just about to complete our Road Show to our pilots explaining what we have uncovered over our terminated Defined Benefit Pension Plan. On September 15th we were in Philadelphia. On September 20th we visited Charlotte, and on September 21st we were in Washington. The Road Show was well attended. We will be showing a condensed version once again in Charlotte next week during the BPR Meeting on Tuesday, September 28th (in the afternoon). This is a complex case that has challenged the outcome of our pension. It is an ongoing legal matter, which needs to be kept confidential to protect attorney-client privilege. As transparent as we'd like to be here, folks, we cannot put this presentation on the website nor copy DVDs to be distributed. The Pension Investigation Committee, in conjunction with Communications, is producing a video to be shown to the pilot group. It is a video of the Charlotte Road Show, and it will be available in a week or two to anyone who wants to see it. The video will be approximately 90 minutes in length covering the Charlotte meeting, but will be divided into three parts. Part one will be the committee report, including a PowerPoint slide presentation. Part two will be the presentation by lead counsel David Butler of Bingham, LLC, and the third part will be questions and answers that came from the pilot group after the two presentations. Any pilot will be able


to watch all or just parts of the video, so you don't have to sit through the entire presentation. The video is going to be available to BPR members, all PIC members and certain P4P members that have signed confidentiality agreements. If you couldn't come to one of the presentations, please contact one of us to make arrangements to see the video. This is important data that you should see. You want to know the story? Take time to get in touch with us, ask questions and view the video. This may affect your retirement. It's important you get the facts from the source, not the rumor mill or the web boards. Remember what was being said a year ago: "They'll never find anything." Thank you again for your continued support. Fraternally, The Pension Investigation Committee F/O Dave Westberg, Chairman Capt. Dave Koseruba, Co-Chairman Capt. Mark Butler F/O Robert Whitt Capt. Shahane Taylor Capt. Bruce Quinby F/O Jeff Krumeich (On Loan from R & I) Capt. Brent Rogers (P4P)

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Watch for Upcoming Safety Culture Survey <http://usairlinepilots.org/index.php?option=com_acymailing&ctrl=url&urlid=239&mailid=173&subid=1137> USAPA’s upcoming Safety Culture Survey is a groundbreaking opportunity for our pilots to provide input to the Safety Committee. Starting on October 11th, the data collected during this process will be wide ranging. Conducted by Dr. Terry von Thaden, professor of Human Factors and Information Science at The University of Illinois at Champaign-Urbana, we anticipate this survey will have strong implications beyond just safety, and we urge you to participate since the data will strengthen USAPA’s ability to represent you, the line pilot. For that reason, every US Airways pilot is strongly urged to participate in this anonymous survey. It’s critically important to note that the Safety Culture Survey is the only official survey being conducted by USAPA. Recently, some of our pilots have received unauthorized "invitations" to take an unofficial survey conducted by a group calling themselves "The Pilot Surveyor." Billed as an “independent” survey being taken by pilots who "support our union and are committed to our union’s success," you should know that nothing could be further from the truth. USAPA has no knowledge of the process by which these pilots are conducting their survey, meaning that any results are far less than


scientific and therefore quite useless. They are not supporting your union because, although they purport to be gathering this data so that pilots may express their opinion to their Reps, the fact is that the pilots could already easily do this by picking up the phone or sending an email. So then, what is the purpose? Simply this: to attempt to discredit the Association. A telling point made in their invitation is that the pilots behind The Pilot Surveyor don’t even want you to know who they are. In their own words, "The surveys are anonymous, as are the pilots behind the website." That’s a phenomenal display of hypocrisy, as they demand increased transparency. Further, who's to say that illegitimate surveys such as this aren't created by or at least forwarded directly to the Company? USAPA is putting a great deal of effort into collecting data and moving forward in contract negotiations. This group of pilots, who want their anonymity while they take data from you for purposes unknown to USAPA, are trying to undermine this group and destroy the momentum we are building. We’ll let you draw your own conclusions as to why these pilots are acting outside of the union process and what their true motivations are. We urge you to ignore "The Pilot Surveyor" and any of the surveys in which they ask you to participate. USAPA Communications

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Exhibit 11


Charlotte Domicile UpdateTuesday, March 01, 2011

The Price of Oil versus the Price of Labor

As Middle East unrest begins, it should be no surprise to any of us that the typical reactionsfrom the oil companies and market speculators of increasing crude oil prices will immediatelyincrease fuel costs at the pump. We can fully expect the Doug Parker and Scott Kirby show tosoon be delivering to us the message of gloom and doom with their 'sky is falling' tactics in theirnext training center crew video. We believe that these direct negotiation tactics they havedemonstrated in the past are set to begin as we transition through another short-term cycle inthe oil commodities market. We must react to their "woe is me; we cannot pay you as much aseveryone else because ..." messages in dismissive and clear tones, as this simply is not ourproblem. The cost of a barrel of crude oil has nothing to do with your value as a professionalpilot in our industry.

US Airways Management has chosen not to hedge fuel. When they have hedged in the pastthey have done it poorly. When oil goes up they elect to pay the higher prices, as they have noother recourse. However, when it comes to labor prices they choose to ignore and dismiss themarketplace in their attempt to devalue your worth and our profession. Expect these men toonce again begin their predictable behavior of playing on your sympathies, concerns, and fearsas they attempt to lower your expectations and devalue your worth to our operation. The bottomline: do not fall for the sham. Fixed costs are in the marketplace for all airlines. The price ofdoing business is not our responsibility,nor should we allow them to finance the operation off the backs of the employees. All you haveto do is look at the executive bonus packages and payouts to understand the consequences ofbuying into the "Doug and Scott" Management philosophy. As long as we remain in the cellar ofwages and benefits, regardless of fuel or operational costs, they take home millions. It is waypast time we demonstrate our concern for how they manage this airline and the loyal employeesthat provide those millions to them.

Never forget that, as oil companies raise their prices, Management must pay those pricesbecause that is what the marketplace demands. The price of oil is the price of oil, and otherthan hedging they have no other options. We provide a professional service that is also a limitedcommodity, and the only reason we are not paid the market rate is that we have collectivelyfailed to demand it. It is Management's job to navigate through the airline industry marketplaceand make it work. The Parker/Kirby team thrives on not paying their employees. They live offthe backs of the employees as they continually boast in their financial statements and to WallStreet that their market advantage is your paycheck. We must collectively demonstrate ourdemand for the fair market rate of our profession and accept no less. Just as the oil companiesand the marketplace do their business, so should we. Simply put, it is up to Doug and Scott to fit

1 / 15Case 3:11-cv-00371-RJC -DCK Document 16-1 Filed 07/29/11 Page 39 of 108


the pieces of the puzzle together between industry revenue, costs, and pricing to make theairline successful; no longer should we allow them to use bankruptcy contracts, substandardpay, and work rules to run this airline and continue to live off the backs of our profession andour families' well being.

2010 Industry Profits

US Airways Group's net income for the year ended December 31, 2010, was $502 million, or$2.61 per diluted share, which represented our highest annual profit since the 2005 merger. Asfuel prices rise, we must remain focused on the fact that the U.S. airline industry returned toprofitability in 2010 across the board. Specifically US Airways' profit for 2010 was $448 million,and this profitability was driven by increased revenue resulting from improved economicconditions, new ancillary revenues (read: charging grandma for everything under the sun uponarriving at the airport), and higher yields due to mergers and industry capacity reductions. TheAir Transport Association of America reported that December 2010 marked the 12thconsecutive month of year-over-year revenue growth, while international markets outperformeddomestic markets with respect to year-over-year improvements in revenue. Internationalmarkets were more severely impacted by the economic downturn than domestic marketsbecause of less demand for business travel and, more importantly, reductions in demand forpremium and first class seating.

"As general economic conditions improved during 2010, market prices for crude oil and relatedproducts, including jet fuel, increased significantly. The average daily spot price of crude oilduring 2010 was $79.48 per barrel as compared to $61.95 per barrel in 2009. Crude oil priceswere volatile, with daily spot prices fluctuating between a low of $64.78 per barrel in May 2010to a high of $91.48 per barrel in December 2010. Despite these fuel price increases, the airlineindustry was generally effective in maintaining profitability during 2010."

That quote is an excerpt from US Airways' 2010 10K report, and it is our own Managementstating in the report that fuel prices are a part of doing business. Of course, they are remiss inadmitting that industry-standard labor costs are in the same category. We must refrain fromfalling into the "Stockholm syndrome" mentality that was accepted in the past and which hasbeen used by all managements in our industry to lower pilots' self worth and esteem. Moreimportantly, we must never again accept the blame managements have placed on all labor asthe culprit for their own mismanagement and failures. The cost of doing business includesadequate revenues that produce acceptable profits. When you see roundtrip airfares from MSYto STT for $270.00 you have to ask yourself, who is subsidizing that ticket price? You can bet itis not Doug Parker and his Management gurus. Regardless of the price of fuel, cost of aircraft



leases, his executive salary and bonus plans, make no mistake -- the subsidy of that low fare iscoming from the one looking back at you in mirror in the morning, working for less so thatothers may profit .

Express Operations

As you taxi out and watch the reckless ramp operations of express jets dashing left and rightwith little or no regard to routes or taxi speeds, have you ever wondered how many of the thesejob-stealing little jets that use the trade name "US Airways Express" are currently in ouroperation? The way these codeshare arrangements with subcontractor airlines work is that USAirways places its designator code and sells tickets on the flights of another air carrier.Management refers to this group generically as their codeshare partners, considers these "jobstealing jets" an integral component of our operating network, and relies heavily on them forfeeder traffic from cities that we all used to fly to.

For the record, during 2010 the US Airways Express network served 155 airports in thecontinental United States, Canada and Mexico, including 75 airports also served by ourmainline operation. It carried approximately 28 million of our passengers who thought they hadbought a US Airways mainline ticket. Here is a concerning statistic: of these 28 millionpassengers, only 8 million were enplaned by our wholly-owned regional airlines Piedmont andPSA. That leaves almost 20 million to be flown by third-party contractors who are paid either byoperating under-capacity purchase agreements or prorate agreements over which we have nooperational control of maintenance, training, or hiring protocols. These agreements aredescribed below.

The "Capacity Purchase Agreement"

This agreement provides that all revenues, including passenger, mail, and freight revenuesbelong to US Airways. In return for these revenues, Management agrees to pay predeterminedfees to these subcontracted airlines for operating an agreed-upon number of aircraft without anyregard to the number of passengers onboard. This means if they operate a flight number to ascheduled destination (even if it is hours late and all scheduled passengers werere-accommodated), they get paid in full. In addition, these agreements provide that certainvariable costs, such as airport landing fees and passenger liability insurance will be reimbursed100% by US Airways. Management does control marketing, scheduling, ticketing, pricing andseat inventories in this scheme, and the bottom line: our airline assumes all costs.



The "Prorate Agreement"

The prorate affiliates receive only a prorated share of the ticket revenue and contractually mustpay certain service fees to the mainline operation. The prorate carrier has the responsibility forpricing the local point-to-point markets that they serve, provided that we do not have competingexisting service in that market. US Airways Management is responsible for pricing all otherprorate carrier tickets and for all costs incurred in operating their aircraft. The carriers that arecurrently prorating carriers include only Colgan Air, Inc. and Trans States Airlines, Inc., whichoperated 10 turboprops and three regional jets, respectively. Management insists that all USAirways Express carriers have logos, service marks, aircraft paint schemes, and uniforms thatare similar to our mainline operation in order to dupe the public into believing that they are flyingon a mainline product when the reality is, we have little or no control of regulatory complianceon these carriers .

The Mesa Story

In January 2010, Mesa Air Group, Inc. and certain of its subsidiaries, including Mesa Airlines,Inc. ("Mesa"), filed voluntary petitions for relief under Chapter 11 of the U.S. Bankruptcy Code.Mesa operates 51 aircraft in an Express capacity purchase agreement contract operations. InNovember 2010, US Airways Management signed a 39-month extension agreement beyond thecurrent contracts that were scheduled to expire on June 30, 2012. The agreement was for Mesato operate 38 CRJ900 aircraft under the US Airways codeshare and revenue sharingagreement, and it was approved by the U.S. Bankruptcy Court on January 20, 2011. Mesa isexpected to emerge from bankruptcy on or about February 28, 2011. Remember, when younotice those 90-seat Bombardiers crisscrossing the ramp at V1 speeds with little or no regard tosafety, think Mesa!!

US Airways Express number and type of aircraft.

Number and Type Carrier of Aircraft PSA (1) 49 regional jets Piedmont (1) 44 turboprops Air Wisconsin Airlines Corporation 70 regional jets



Republic Airline Inc. 58 regional jets Mesa Airlines, Inc. 45 regional jets and 6 turboprops Chautauqua Airlines, Inc. 9 regional jets (1) PSA and Piedmont are wholly-owned subsidiaries of US Airways Group.

The answer to the question above, " how many of these job-stealing little jets that use our tradename 'US Airways Express' are currently in our operation?" is Way TOO MANY!!

We have added this section as food for thought as we move forward in negotiations. Your CLTRepresentatives are of the opinion that the transfer of flying allowed by our former bargainingagent was one of the biggest mistakes ever made by a union, and we have all paid dearly for it.However, there is a change blowing in the wind as both United Airlines and American Airlinespilots have made significant adjustments in their scope proposals to their managements. We willdefend and fight for enhanced Contract Section 1 Scope agreements. Stay tuned.

Sick Counseling

If you are sick, you are sick. Do not fly sick! The Company has decided to implement what wecan best be described as a sick-use tracking policy over selected holidays, including this pastChristmas. We are not sure what the threshold is that will trigger a letter from your Chief Pilot,but it is evident that a certain number of consecutive sick events over certain holidays in pastyears will result in a generic letter arriving at your home to advise you that you need to appearbefore your Chief Pilot to discuss the issue. In defense of our Chief Pilots, we will opine that itdoes not appear that they support these efforts to intimidate our pilots to keep them from usingtheir sick time, but nonetheless they are calling our pilots in for these talks.

If you receive one of these letters, please let us know and we will handle the correspondencefor you. Also, do not be intimidated by this transparent attempt to manipulate you. You are theonly authority who can determine if you are fit to fly, and we frankly don't care if you were sickthree Christmases in a row ... if you are sick a fourth, you are sick. End of story. There isenough stress heaped on this pilot group by Management without this nonsense, and webelieve that this additional stress will lead to an increase in sick time, not the opposite theCompany desires. Don't fly sick!!!! It's your sick time.



The floggings will continue until morale improves

With no notice to the Union, the Company has implemented a new boarding policy for ourdeadheading crewmembers. The new policy requires the agents not to allow crewmembers toboard prior to the passengers. We apologize for being overly dramatic here, but we are simplyfed up with the lack of consideration for our employees, and we find this change outrageous.Again, the Company continues to go out of its way to overload our pilots with stress. And now,without consulting with the group it affects most, they have made a unilateral change to ourboarding policy that will greatly inconvenience us every time we deadhead. We will contact theCompany on this issue, but for now we will simply ask you to please look for deadheadingcrewmembers on every flight you are operating and invite them onto your aircraft prior topassenger boarding. One of the last vestiges of decency at this company is the manner in whichwe have historically treated each other as crewmembers, and we ask you to go out of your wayto continue that fine tradition.

Never Leave Your Wingman!

As we wait for the (hopefully soon) TSA's fix to the crewmember screening debacle, we willpoint out that although there has been a vast improvement the system is still broken in ouropinion. With that in mind, we would like to remind you that it is more important than ever to notleave your wingman (or woman) at security without witnesses. Please wait for your entire crewto be processed before leaving the screening area. Your counterpart(s) in the cockpit and yourflight attendants will appreciate the gesture, and it will occasionally help defuse a potentiallyvolatile situation should one arise between a crewmember and the TSA.

The Railway Labor Act ... "prompt resolution ..."

Did you know those words are contained in the language directing how your contract isnegotiated under law? Incredible isn't it? Well, we will continue to wage our war on Capitol Hilland are pleased that we are gaining some traction in the battle to level the playing field of theRailway Labor Act. But it is obviously not going to pay off in this round of negotiations. Thatstatement is our lead-in to saying that the Company is back to its old tricks at the bargainingtable, only one short session after the NAC reported their most productive session to date. Thatwas all erased this month when the Company came to the table and essentially said ... "youknow all that back and forth last month over Section 23? Well, all us lawyers who get paidmillions, we just didn't really understand what you-all were saying. Just because it was obvious



we did and we even regurgitated it to you ... well, we were still really confused, so let's just startover, OK?" What you have here, folks, is the classic "manage expectations," coupled with the"emotional rollercoaster of hope" and a hint of "bait and switch." In short, it's the same old triedand true nonsense to keep you at the bottom of the barrel. It is relentless as they intentionallyheap more stress on each of us, our families, and our work environment to bring us down to alower morale and accepting less than we deserve. The Safety Culture Survey clearly definesthese tactics and the negative impact that they produce on the entire operation. The simple truth-- Doug Parker and his Management team simply do not care.

Below is a link to last week's negotiation activities, as we have had several calls regarding theevents and suggested tactics. NAC Chairman Paul DiOrio and his committee stand ready forany questions and input you have and are always available through e-mail at the followingcontacts:

Reach the whole committee at [email protected] DiOrio, Chairman - 704-340-5098 - [email protected] Davis - 877-332-3342 - [email protected] Colello, Notetaker - 704-307-9768 - [email protected]

Toxic Fumes

The escalation of the number of events regarding the discharge of toxic fumes into the cabins ofour aircraft needs to get your immediate attention. As these events occur, it is important for allof you to understand the significance of the medical repercussions to you and your crew if youever smell that "dirty sock" odor in your aircraft. The root cause seems to be leaking seals thatallow engine or APU lubricants or hydraulic fluid to be vaporized and distributed into the cabinthrough normal air conditioning systems. If you smell this or are informed by your cabin crews ofan occurrence, do not dismiss the ramifications. If this occurs in flight, we recommend that youimmediately don your oxygen masks and consider landing at the nearest suitable airport. If youare on the ground, turn off all air conditioning, get to a gate, and deplane immediately.

The vapors that are being discharged are known to have caused neurological and mentalincapacitation, resulting in some cases in long term disability. These fumes are cumulative andonce in your system remain with you for life. If you have been exposed, immediately seekmedical attention for yourselves and your crew. We have pilots who have been off the line formore than 12 months with these symptoms, and we need to continue to document these events


mailto:[email protected]





as they occur to fully understand the cause and the cures for the mechanical discrepanciescausing these incidences. For your information, the following tail numbers have been affected,and you should be aware of which aircraft they are. There's a continually-updated list on theUSAPA website at the top of the Safety Committee page. Please write up in the FDML any odorthat you are concerned about and turn it over to Maintenance. Follow up by filling out the toxicfume report located in the cockpit and always fill out an ASAP to document and inform all ourSafety partners.

59 US Airways Aircraft tail numbers with Reported Contamination Incidents

109 212 459 733 921

111 245 529 737 935

171 248 537 738 944

173 251 574 745 946

177 253 627 748 950

178 256 625 749 953

179 274 657 751 958

182 275 702 752



183 284 705 753

184 285 710 758

189 430 713 767

197 432 721 770

203 449 722 830

Safety Culture Survey

Thank you all for your participation in the Safety Culture Survey. More than 47% of the pilots inCharlotte took the time to input their thoughts into this valuable tool. Safety CommitteeChairman Tom Kubik and his committee have spent many hours and dedicated their efforts tomake this a successful project. They have also presented the results to Management. To sayManagement is less than thrilled is an understatement, and Capt. Hogg has publically statedthat he believes that the pilots actually lied in the survey, the results of which clearly show howManagement is failing in the US Airways Safety Culture arena.

Management's reaction to the survey was to immediately try to publicly discredit Dr. vonThaden, who headed the study and by emphasizing in the media that our airline is the safest inthe industry based on incident results and compiled data. What Management fails to grasp isthe concept of SMS and the Safety Culture theories that lead up to an impending incident oraccident. There is a huge and important distinction between a company's "safety culture" --which is a barometer of future events -- and its safety history. They fail to understand theconnections between distractions, morale, and your frustrations to the links in the chain that canlead to disasters.

The efforts of Management to question the credentials of Dr. von Thaden (one of the FAA's top



three experts in her field) and to imply that because our senior managers and directors have"over 10,000 hours of flight experience and 33 years in the industry" (about half of the flyingtime of most of our line Captains) are blatant attempts to ignore and discount what we all knowis the major problem that can and will lead to ultimate failures at US Airways. You clearly wroteand explained your concerns, and the accuracy of the results are indisputable, yet thesemanagers equate a mere 10,000 hours as proof of their expertise. The average experience ofour line pilots is well over 20,000 hours of flying experience, and these desk mongers andground-loving flyers attempt to discount your and my opinions as invalid. Shame on you, LyleHogg, Ed Bular, Bob Skinner, and Paul Morrell, for insinuating that you are the experts whennot one of you will fly an airplane without a Check Airman in the right seat. To ignore the onesthat deliver the passengers and revenue to your bonus checks on time is a disgrace to theprofession you so eagerly turned your back on. You clearly have sold out to the likes of theseHarvard-trained management kids who not only do not care about safety but clearly have noclue about properly running an airline. You gentlemen know better, as you attempt to discreditthe ones that do every day what you have forgotten.

The following are some notes taken by Vice Chair Crimi at our last Domicile meeting asSafety Chairman Tom Kubik reported on the Safety Culture Survey:

- CLT 47%, PHL 32%, DCA 6%, PHX 14% participation. Shame on DCA. - Peer pressure is very important, our profession is under attack. Speak up to your fellowpilots and let them know they need to be good union pilots. - Safety record and safety culture are two different animals ... reference US World reportthat we have a good safety record, and we are safe. The study has no credibility (the WorldReport study) as it is based upon minor incidences such as blown tires. Same group also did astudy on "meanest airlines." Even the Company's own lobbying group the ATA discredits theUS World report article. - We are safe due to experience and professionalism. Our culture is a disgrace. - What is a safety culture? Shared values among all groups ... not restricted to Managementconcerns ... emphasizes contributions from every level in the Company ... it has an impact onsafety at work .. relatively enduring, stable and resistant to change. - 10 years ago we had a great safety culture, but now we have money people running theCompany. - Pilot answers indicate that Management's number one concern is money, not safety - Bullet points made as a result of the study indicated an abhorrent and embarrassingsituation on our property relative to our safety culture. - What are we going to do about it? This report gives us carte blanche authority to takeback our airline. - Highest scoring item ... our check airmen, lowest, the ability for East and West to ever flytogether, and hotels also very low. Paul Morrell laughed at the idea that poor crew hotels werean issue for safety to our pilots when it was discussed. - Safety may be following up with a presentation to the BPR for a possible study on pilotstress to incorporate with the Safety Culture Survey.



- Report is 118 pages long. Nine pages are public, and the Company has 23 pages. - We have a tremendous amount of data in this report, and we are attempting to work withthe Company to regain our safety culture. Management initial reaction dismissive andconfrontational and refuse to accept that you, the expert, have the knowledge or expertise toevaluate your working environment. Their blatant disregard for your input is why the SafetyCulture at US Airways is a disaster and as Dr. von Thaden reports, the worst she has everseen.

United We Stand; Divided We Fall

Last week's joint update by the DCA/PHL representatives deserves special mention, as this hascreated significant tension between several of the USAPA Officers and certain domicilerepresentatives. We assure you that your CLT Representatives share the following threecommon goals with your elected President of our union and will not be distracted by thosecreating these tensions:

- Get a contract - Fix the seniority issue - Leave your union in a place to run after we are gone

If you are wondering if your President is veering off course, we can assure you he is not. He hasbeen steadfast and unrelenting in his duties, and we will continue to support your President aslong as he stays the course. We are very confident that he will. The only way we can envisionsuccess is to support the man that you put in charge of steering our union.

We share your concerns over the apparent disregard of the above stated goals established bythose that have chosen the path of political infighting. In a joint February 4, 2011, update signedby your Domicile Chairman, an agreement was reached by the original founding and remainingsitting BPR members to bring our focus back to the targets you have demanded since thebeginning days of USAPA. The following excerpt from that letter signed in unity by the CLTChairman and the DCA and two PHL Representatives reads as follows:

We vow to stand together and fight for the collective rights of all US Airways pilots and remainfocused on the promises and goals that are the foundation of USAPA. At times our debates maybe passionate, but this does not mean that we are losing that focus. Our ultimate goal will



always be to protect your union and deliver an industry-standard contract with a seniorityintegration methodology using date of hire with appropriate conditions and restrictions asmandated by you in our C and BLs.

We stand before you today feeling duped and misled, as last week's joint DCA/PHL letter doesnothing in our minds to bring us closer to the above goals. We see this as a divisive act thatclearly attempted to undermine the authority of the office of the President to politicize internaldebates. The collateral damage and adverse circumstance that this letter may have caused inslowing or undermining our efforts to get all of us a contract may never be fully understood.What we do know is that what was generated cast a shadow of doubt on our union and clearlywas a political shot at the credibility of our President.

The majority of US Airways pilots voted Mike Cleary to be their President, our quarterback, torun our union day-to-day. The BPR takes your input as the owners and strategizes as would ahead coach directing the President (your quarterback) to run the plays. The goal is to get to theend zone with an industry-standard contract. Your President has done everything he has beentasked to do by the BPR. He has been given direction, the goals, the game plan and the latitudeto call an audible in the event of defensive surprises. Mike Cleary has performed successfullyand delivered us to the final stretch of the game with a clear chance of achieving what you havetasked this Board to do. The political letter generated by the DCA and outgoing PHL DomicileRepresentatives was a contrived strategy, done behind our backs, as our input was neversolicited. We firmly believe that the majority of US Airways pilots have no use for this politicalinfighting and are as disgusted and upset at those that are attempting to generate division in ourranks as we are.

The consensus we hear is that we should be uniting our forces, not weakening our Presidentand our union with perceived accusations and finger pointing. We must all take the time toevaluate what is good for the cause, what will take us to our goals, and we must focus on theroute that accomplishes our goals sooner rather than later. As observers to these strainedrelationships, we see no benefit from those that are willing to pick a side from any segment ofour pilot group. Like it or not, we are all in this boat together, and we better figure out how to allbegin rowing in the same direction. Simply put, your leadership as well as the rank and file mustremain on the same side if we are to succeed. Division, in our minds, is a recipe for failure, andwe will continue to find resolutions and solutions that deliver the required unity to complete ourmission. Whether you like or dislike the personalities of your elected officials should be aninconsequential matter as long as the goals of the pilots and our union are attained.

Since the first day of USAPA, we have taken on every obstacle that has been tossed in our



way, and we have successful navigated towards our goals. Mike Cleary has been on the tip ofthat spear and as we head down the final stretch we have to ask, what value do the recentpolitical events contribute to our cause? Doug Parker and those that seek our demise andfailure as a union must be smiling today as they believe the divide and conquer formula is finallybeginning to work among the pilot group. We must focus on stopping the madness and moveback to the cohesiveness we felt the day USAPA was announced as your bargaining agent. Weall produced those results together regardless of any personal likes and dislikes of the involvedpersonalities. Remember how good it felt to win? Now is the time to refocus the energy on ourgoals and win the big one for all.

Final Thoughts

We have finally reached the Fourth Quarter of the big game, and looking back we havesuccessfully overcome every obstacle that has ever been placed before our young union's path.We have successfully maneuvered through the court system dismissing the Addington litigation;we have made great strides on Capitol Hill on all legislative efforts and fronts; we haveadvanced the process of the negotiating arena to the NMB Mediation process years ahead ofschedule; USAPA President Mike Cleary has confronted the TSA pat down process andformulated a crew pass entry for all the pilots in the industry; we have established a workingrelationship and alliance with the Teamsters; and there is no doubt we will successfully defeatDoug Parker's delay-induced tactics of using the courts requesting a declaratory judgment.Pending, we have the LOA 93 Grievance Arbitration and eventual conclusion to our Section 6Negotiations. We will not bring you a contract without back pay and parity provisions for our last5 years of equal work for unequal pay. Management needs to know that the clock is ticking, andevery day they delay, our new contract will cost them more money.

We attribute the recent political adversities to the frustrations of the delay tactics byManagement to keep us at bankruptcy wages and work rules, of not hearing from an arbitratorand of the continual attempts by those who want to subrogate our efforts for a date of hireseniority solution and to discredit and destroy our union. The destruction of USAPA in their eyesis the only way to keep their valued and precious Nicolau award. We are committed toovercome these frustrations caused by their attempts to fracture our union. By remaining onpoint and focused on the goals that will resolve all the above problems, we will successfullyattain our goals. The only clear solution that removes the concern and ire from our workingenvironment is an industry-standard contract with the promised acceptable date of hire solution.That delivered, all else will fall into place, and the time that it will take to convince all parties thatit is the only available solution solely depends on each and every pilot at US Airways.



We must remember the days of our USAPA organizing efforts where we shouldered up with allour fellow pilots to oust ALPA from this property. When we stand together regardless ofpersonal political interests we will demonstrate to all that are attempting to keep us from winningthis fight that we are insurmountable. We will win with patience, unity, and resolve regardless ofinvolved personalities, but we must do this together. We can only prevail when we collectivelydemonstrate to Doug Parker and his minions who actually is running this airline. The sooner thisoccurs, the sooner the fight to your contract will be over.

The final push to the end zone is before us. Doug and Scott will once again be singing their tuneof gloom and doom to lower your expectations. The flight department management will carrytheir water to the pilots, and it is up to all of us to ignore their actions. They have turned theirbacks on all of us, and they simply do not give a damn about our profession or our families' wellbeing. We are outraged by their dismissal of your input in the Safety Culture arena and theirarrogance in ignoring our concerns. These desk mongers that have traded in their wings for abonus check and in turn sold their souls while stealing from our industry are attempting todegrade and destroy our profession. The throttles and flight controls are in our hands, and weare the ultimate gatekeepers to prevent these men from causing further harm to our companyand our industry. We are proud of this pilot group and know that when you collectively put yourminds, hearts, and wills into the battle we will prevail. It is now first down and ten; it is time togive Mike Cleary the ball to lead us to the end zone. We are committed to get this done. It istime to go out and "win one for the Gipper"!!

The Safety Culture Survey scientifically concludes that the Safety environment beingpropagated by US Airways Management is a human factors disaster. The question is not if, butwhen the Management-induced distractions will cause an incident or accident. We must all bewary and conscious of our decisions, and your professionalism and experience is the key. FlySafe, remain focused, stay healthy, and if rushed ...... slow it down! Remain committed to thegoal of no less than an industry-standard contract by delivering no more favors. If and when thePOTA phone rings, remember to think about all that Doug Parker has done for you lately. Whenlooking at your monthly budget, never forget Ed Bular, Lyle Hogg and Bob Skinner's recentsix-figure bonus checks. The job you save may be your own; it is time to engage in the battle toreturn you and your family to the professional status we signed up for.

Remember, it is your duty to always keep it in the green. We must all focus on meeting orexceeding all US Airways Safety Standards. It is time for all US Airways Pilots to engagein the fight of our careers. United we stand, divided we fall.



Captain Bill McKee - Chairman (980) 875-7644 First Officer Steve Crimi - Vice Chairman (980) 875-7645 First Officer Dewitt Ingram - Vice Chairman (704) 497-7246


Exhibit 12


----- Forwarded Message ----- From: "Scott Theuer" <[email protected]> Cc: "PHX" <[email protected]>, "Mike Cleary" <[email protected]> Sent: Thursday, April 28, 2011 7:24:09 PM Subject: RE: Safety First Lanyards

Dear , I’m glad to hear you’re interested in the “Safety First” campaign, designed to get control of the demonstrably flawed safety culture here at US Airways. The lanyards are not however just a ‘party gift’ handed to everyone; they are handed to those, from any domicile, who have first demonstrated that they are on board with the idea that safety comes before everything else. I’m actually not the keeper of these lanyards in any case; there are pilots roaming the system giving them out to those who demonstrate they are on board. If you’re flying, demonstrate in some fashion that you’re on board and have one of these pilots in the back, I would imagine you’ll get one. S Captain Scott Theuer | Communications Chairman US Airline Pilots Association | Representing the Pilots of US Airways Office: 704.936.4500 | Mobile: 980.875.7629 | USAirlinePilots.org USAPA, 5821 Fairview Road, Suite 400, Charlotte, NC 28209 USAPA’s mission is to ensure safe flights for our passengers by guaranteeing that their lives are in the hands of only the most qualified, competent and well-equipped pilots. USAPA will fight against any practices that may jeopardize our pilots’ training, equipment, workplace environment, compensation or work/life balance, or compromise our pilots’ ability to execute the optimal flight. "The information contained in this e-mail (along with any attachments) is intended only for the use of the individual to whom it is addressed and may contain

privileged and/or confidential information that is exempt from disclosure under applicable law. If the reader of this message is not the intended recipient, you are

hereby notified that you should not read any further, and any dissemination, distribution, or copying of this communication is strictly prohibited. If you have

received it in error, please notify the US Airline Pilots Association [email protected] immediately, and immediately delete this transmission. Electronic Mail

is not secure, may not be read every day, and should not be used for urgent or sensitive issues.


Exhibit 13


From: "Pilot Bob" <[email protected]> Date: Apr 25, 2011 11:39 AM Subject: I'M ONBOARD To: Pilot Bob here, Please check out this website: http://operationorange2011.wordpress.com/2011/03/10/basic-strategy/ We are not the only pissed off pilots......... You may get a phone call and this is what they will read to you......... This is The Captain with the second SAFETYFIRSTupdate and because of your feedback it is more comprehensive than the first. This update is being made to every East pilot. I'm onboard and we need you onboard. May 1st has been selected as the impiementation date for the next portion of our Safety First program. I ask for your support and compliance with the following Safety Initiatives: 1. Do not start engines until after tug disconnect. Start both engines, input all WB data, do the control check, complete the taxi check and THEN call for taxi clearance. 2. Taxi speed is NO faster than a brisk walk. 3. Write up all discrepancies when and where they occur. Carry NOTHING. 4. Be fully configured and stable at the FAF. 5. Your crew and your passengers deserve a healthy, well rested, cairn pilot. The FAA and the company


manuals require it. If you are ill, tired or stressed; STAYHOME. 6. Read and understand ALL MELs. You are the FINAL authority and if anything happens, the company will be the first to question your acceptance of the aircraft. REMEMBER, legal is not the same as safe. 7. If you are worried about your time being incorrect, do not fly stressed, call dispatch and have them read the times from catcrew. The parking brake is an effective compliance tool. 8. Finally, DO NO JOBOTHERTHAN YOUR OWN! This is OUR airline; we were here long before the current crop of so called managers. NOW is the time to take it back from them. They know little about aviation and care nothing about your safety or the safety of your crew and passengers. We must prove that we are willing to endure a summer of inconvenience in exchange for decent wages and safe working conditions. Starting with the first push on May 1St, tell your co-workers that you're on board and prove it to our management. "All that is necessary for the triumph of evil is that good men do nothing." Join the fight at our Facebook page --Restore Ourwages; two words spelled RESTORE, newword, OURPAY. SAFETY FIRST I'M ONBOARD OK. SO GET ON BOARD OR STOP BITCHING ABOUT YOUR JOB AND PAY... NEVER LET ME HEAR YOU HAVE A COMMUTE FLIGHT HOME. If you say this you don't give a damn about your pay. ALSO.... NO DISTANCE LEARNING JULY.... CAPT's SAP DOWN.... AUG..... FO's SAP DOWN........ DO NOT FLY OVER 85 HOURS IN JUNE, even though the company has raised the pay cap. Reserve pilots just call in FATIGUED. WE MUST STAY TOGETHER

SPREAD THE WORD


Exhibit 14



Exhibit 15


Volume 2, Issue 17 - April 27, 2011

- Ongoing Items -

In any week, your Union is confronting issues on literally dozens of fronts. Let your voice be heard. Get involved.

In addition to the subjects in today's Compass, below are some of the past issues we have discussed.

USAPA Looking for Committee Volunteers If you are interested in serving your union, contact Courtney Borman, our Membership Services Committee Chairman, or the Committee Chairman of the committee in which you are interested. Click here to email Courtney Borman Click here for a list of committees

UPEAF Payroll Deduction Pilots are now able to contribute to the US Airways Pilots Emergency Assistance Fund (UPEAF)

In this Edition:

• NAC Concludes Latest Negotiating Session

• Pension Investigation Committee Reports on Latest

Developments

• Identity Theft Protection for US Airways Pilots

• This Week's Safety First Review Items

• Appeal Board Issues Decision on Election Complaint

• Review Tax Information on Travel Per Diem Expenses

• Tips for Using the USAPA Website

• Operational Alerts and Reminders

NAC Concludes Latest Negotiating Session

The Negotiating Advisory Committee concluded its latest NMB-mediated negotiating session with the Company last week in Chicago. The NAC had planned to discuss Sections 10 COVERED PILOTS, 13 LEAVES OF ABSENCE and 14 SICK. Mediator Walter Darr filled in for Mediator Terri Brown and led the group in an interest-based exercise, focusing solely on the maximum number of Events in Section 10 in an attempt to close that issue.

Click here to read more

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via payroll deductions. Download the UPEAF Payroll Deduction Form

Upcoming USAPA Events

May 10-13 NAC Negotiating Session with NMB, US Airways

May 17-19 Grievance Arbitration: BPR 10-04-001 WEST, Failure to Apply Provisions of LOU (Distant Learning)

Click here for the full USAPA Calendar

USAPA Officers

President Mike Cleary

Vice President Randy Mowrey

Secretary-Treasurer Rob Streble

Executive Vice President Gary Hummel

Pension Investigation Committee Reports on Latest Developments

Judge Kennedy has ruled that USAPA can depose a Pension Benefit Guaranty Corporation attorney who was tasked with investigating alleged breaches by the former trustees of US Airways Inc.'s pension plan. Nichole Hagan is a member of PBGC's Office of General Counsel and was part of a PBGC team tasked with investigating USAPA's allegations that the plan's former fiduciaries breached their duties.

Ms. Hagan's deposition will occur, pending a mutually agreed date. Discovery in this case will end by mid-June unless we find reason to depose others as a result of the Hagan Deposition. A copy of Judge Kennedy's ruling can be found in the USAPA Legal Library under the PBGC case heading.


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Identity Theft Protection for US Airways Pilots

In the wake of the admitted theft of your personal information, we have been encouraging all pilots to sign up for the one-year subscription to LifeLock provided by the Company. This week, however, our Security Committee researched the issue in more depth and has arrived at different conclusions. In its latest update, the committee outlines the information it has uncovered and offers some alternative identity theft protection solutions.


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This Week's Safety First Review Items

FOM 2.8.2 Parking Systems

Unless a self parking system is used a marshaller will assist inbound flights to the gate with hand signals (see FOM Appendix D: Marshalling Signals) using safety wands (illuminated at night).

On-Time Arrivals

The Department of Transportation counts a flight as on-time if it arrives less than 15 minutes after the scheduled time shown in the Computer Reservations System; therefore arrivals within 14 minutes (hence, A 14) are considered on-time.

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Appeal Board Issues Decision on Election Complaint

The Appeal Board has published its findings on an election protest filed regarding the recent PHL Domicile election. The document has been posted in the Miscellaneous Documents section of the USAPA website, where you can also find a listing of prior Appeal Board decisions. For the best results, please login to the USAPA website before clicking on the link below.

Click here to view the decision

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Review Tax Information on Travel Per Diem Expenses

If you have not already submitted your 2010 tax returns, you might find the latest CONUS/ONUS transportation employee per diem rates helpful for income tax preparation purposes.

Click here to view this information in the Retirement & Insurance Library on the website.

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Tips for Using the USAPA Website

Opening Email Links to the Website

Because our website is password-protected and limited for members, you must log in to the website before you are able to view most of the information we distribute to you. If you receive an email from us that contains a link to a webpage or document, please log in to the website first, then click on the link to guarantee that you are able to access it.

If you are still having problems, you can usually find the update posted on the site on the Members homepage under "Recently added pages." All documents or webpages that are linked from our updates should be easily found if you click the links from there.

Reset Your Password

We've recently added a new password reset system on the website. If you forget your password, just enter your email address and USAPA number. You'll receive a confirmation link by email (if not, check your spam/junk folders). Just click on the link, reset your password and log in again.

Login Problems

"Username and password do not match or you do not have an account yet."

If you've tried to login to the USAPA website but received this error message, there should be an easy fix.

We believe this problem occurs when there is a discrepancy between your site


password and the information you may have stored in your Internet browser. If you see this error message, press the CTRL and F5 keys at the same time to reload your browser (on a PC). You can also delete your cookies and temporary Internet files (an option under Tools > Internet Options in Internet Explorer). Close your browser and reopen it. Now try to log in again, and that should resolve any issues.

If you still have trouble, contact us at [email protected].

Member Search

To be listed in the new Member Search feature on the website, you will need to opt in. In the interest of protecting our members' privacy, your information is currently hidden. If you do NOT wish to make your phone information available to other members, no action is required. If you DO wish to make your information available, simply go to the "My Settings" area, select the appropriate "Allow other members to see this number" box and click the "Save" button.

Member Search is located on the right side of the Members home page. To look up a fellow pilot, just enter the first and/or last name of the member for whom you're searching, including partial spellings (e.g., "Peter" vs. "Peters"), and press the "Go" button.

Please note: Due to the initial opt-out of all pilots, pilots are adding their information every day. Your search results may increase each time you use the Member Search as more members opt in.

Click here to login and visit "My Settings"

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Operational Alerts & Reminders

Please remember that we now have 62 pilots on furlough.

Adjusting only for parity for both pilot groups, today the Company owes pilots the following approximate amounts, in addition to retroactive pay:

East A320/B737 Captain/First Officer Lineholders: $69,588/$47,528 Reserves: $62,220/$42,496 West B757 Captain/First Officer Lineholders: $8,565/$5,653 Reserves: $7,328/$4,836

(Parity is the difference in current pay between aircraft types. Currently, East A320/B737 are paid less than West, and West B757 are paid less than East. The figures above represent those differences.)

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NAC Concludes Latest Negotiating Session

The NAC -- along with Professional Negotiator Scott Petersen -- met in Chicago last week, April 19 through 21, with the Company and Mediator Walter Darr for the latest NMB-mediated negotiating session. Sections that we planned to discuss were 10 COVERED PILOTS, 13 LEAVES OF ABSENCE and 14 SICK.

Before we describe this week's events, we would like to address a possible oversight in our last update. We made the statement that the Company had lobbied heavily in favor of the age 65 rule. We took that premise to be self-evident; however, we do not have quantifiable proof that they did.

You may recall from our previous update that the Company provided us with an analysis, albeit incomplete, of Covered Pilot staffing requirements. We extrapolated the missing pieces (which they failed to furnish) and performed our own analysis.

Our analysis clearly demonstrated that when using the Company's methodology and including the West Check Airman cadre (unlike the Company's analysis) there is an adequate number of covered pilots to perform the required training, with an adequate amount of spares to account for contingencies. Unfortunately, as we engaged the Company in debate over this issue, we encountered an all too familiar response -- the ever elusive moving target. It appeared that after we had demonstrated that our proposal more than sufficiently addressed their stated needs, their needs mysteriously changed and left our solution insufficient in their eyes. If nothing else, at least they're consistent.

Following our presentation, Mediator Darr instructed both sides that he would be taking a different approach to talks during this session. Namely that he would be leading the group in an interest-based exercise, focusing solely on the maximum number of Events in Section 10 in an attempt to close that issue.

Mr. Darr clearly has a lot of experience with this type of negotiating and the exercise was extremely thorough. Unfortunately, what was equally as thorough was the Company's unwillingness to respond in a constructive manner. The bottom line is this: the Company has not moved off of their opening position in any meaningful way, which is to have all Covered Pilots working at the same productivity levels as East pilots do today. The resulting effect would mean fewer of these jobs and our training Pilots left fatigued and less effective. We cannot accept this outcome.

We have heard loud and clear from the East Covered Pilots that they are being over worked. It is their number one complaint. The Company is fond of saying that their goal is to provide the best training product for their customer, so surely they must understand that a fatigued instructor corps is contrary to that goal. In any case, we remain firm that our position provides the Company with what they require, and we will not ignore the needs of these Pilots.

While these discussions fell flat, we had hoped to make some progress on the age 60 issue and simulator seat support for the West Pilots. The main issues with the age 60 discussion are that the Company would force Pilots who are unable to hold a line free of conflicts to be displaced to reserve out of seniority. It would also require Pilots to protect certain conflicted trips but refuse to pay protect them if they lose the trip due to a conflict. The seniority issue speaks for itself and is a non-starter for us. Equally, we told the Company that they cannot have it both ways on the pay protection issue. Either they must pay protect those trips or they cannot force the Pilot to protect those trips.

Until an agreement can be reach on this important issue, we have proposed a temporary change to the bidding timeline that would identify age 60 conflict line awards so those lines can be avoided. We are awaiting the Company's response.

The seat support issue should have been easy to conclude but the Company, once again, stubbornly refused to work with us. Our proposal was to extend the current West practice to allow seat support for more than one-day pairings. This flying currently goes to line Pilots first and, reportedly, is desirable. The Company stated that our proposal was a "non-starter" and they have no interest in a program that does not allow this flying to go to training pilots first. This is just another example of how they are making talks unduly frustrating.


Next month we will see the return of Mediator Brown, and we look forward to having her back in the process. Perhaps her history with our process will provide a stabilizing effect.

As always stay strong, stay informed and continue to be good union Pilots.

Paul DiOrio - Chairman 704-340-5098 [email protected]

Jeff Davis 877-332-3342 x 6001 [email protected]

Dean Colello 704-307-9768 [email protected]

Or reach us all at: [email protected]

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Pension Investigation Committee Reports on Latest Developments

Dear Fellow Pilots,

Late Thursday last week, we got word of Judge Kennedy's ruling in our favor to allow full latitude of questioning during the upcoming Nichole Hagan deposition, which will be scheduled shortly. Nichole Hagan was charged by the PBGC to do an in-depth analysis of the allegations we served up to the PBGC before and after we filed our litigation against the PBGC for not doing a proper investigation of the demise of our Defined Benefit Plan.

As you may recall in one of our updates, Ms. Hagan had conducted this investigation, which took some seventeen months to complete. Seventeen months in which, when done, we had expected a lengthy, detailed report of what was investigated. That report came out just prior to the holidays. We were stunned by the lack of information it contained. In fact, that report was only nine pages long and had addressed less than five percent of our concerns.

Once the report was reviewed, we had planned on questioning Ms. Hagan on all the things she didn't address. We were then contacted by the PBGC and told that during her deposition our scope of questions would be very limited, citing attorney work privileges. We disagreed and filed a motion with the court to compel Ms. Hagan to answer all questions. That motion took nearly five months on which to rule, but evidently Judge Kennedy saw our side of the argument and ruled in our favor.

Ms. Hagan's deposition will occur, pending a mutually agreed date. Discovery in this case will end by mid-June unless we find reason to depose others as a result of the Hagan Deposition. A copy of Judge Kennedy's ruling can be found in the USAPA Legal Library under the PBGC case heading.

Again, thank you for your continued support.


F/O Dave Westberg, Chairman

Capt. Dave Koseruba, Co-Chairman

Capt. Mark Butler

F/O Robert Whitt

Capt. Bruce Quinby

F/O Jeff Krumeich

Capt. Shahane Taylor

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Identity Theft Protection for US Airways Pilots

In the aftermath of the theft of our identification information by a US Airways management pilot, the Company appeared to have offered us some sort of remedy. Based upon this information, USAPA has been urging pilots to avail themselves of this service. However, now that we have had time to research the issue in more depth, we have arrived at different conclusions. Please take a few minutes to Google search "LifeLock lawsuit settlement" to determine for yourself the apparently worthless value of this service. If you read the first four articles revealed by Google, you will find some of the following highlights:

• The founder of LifeLock, Robert J. Maynard, Jr., conceived the idea for LifeLock while serving time in prison for casino debt-related crimes.

• The CEO of LifeLock, Todd Davis, promoted the ability of the company to prevent identity theft by revealing his Social Security Number in television ads. His identity was promptly stolen on numerous occasions. LifeLock did not notify him of any of these thefts.

• A lawsuit filed by the FTC and Attorneys General for 35 states resulted in a $12 million fine against LifeLock for deceptive advertising and trade practices. The lawsuit was settled in one day on March 9, 2010.

• Another finding of the lawsuit is that LifeLock provides only a very limited amount of protection in a very limited way.

LifeLock is a Phoenix-based company, and it seems inconceivable that such a visible fraud conviction in the hometown of our airline would escape the scrutiny of US Airways management. During the same month that LifeLock protection was being provided "free for one year" to our pilots, LifeLock was also advertising their services on the tray tables of our aircraft.

Your USAPA Security Committee has made our union leadership aware of these issues, and is working with Management to secure a reputable provider of services to provide protection against the possible consequences of the theft of our personal information. Your Security Committee urges all of our pilots to educate yourselves on the LifeLock fraud issues and determine if you want to avail yourselves of their very limited services rather than the more viable alternatives available. If you have already signed up for this service, you may want to rethink the desirability of maintaining that business relationship, or at least consider these alternatives in addition to your LifeLock subscription

Until such time as suitable arrangements are made with Management for acceptable protection from the possible outcomes of our identity theft, there are some proactive steps each of us can take individually. By clicking on the following links, checklist for privacy and opt out of public databases, you will be taken to information that will help you


protect your identity.

There is also a free service available at www.Debix.com that provides fundamental monitoring and notification of attempts to open new accounts with your personal information. For a monthly fee of approximately $10 you can enroll at www.experiandirect.com/triplealert. This service monitors the three most widely used credit rating services, and alerts you when any credit inquiries are made to open new accounts or any changes are made to any of your current accounts.

USAPA Security Committee

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Copyright 2011 - US Airline Pilots Association 5821 Fairview Road, Suite 400, Charlotte, NC 28209



Exhibit 16










Exhibit 17


US Airways PilotsSpeak Out AboutSafety Conditions atthe Airline

US Airways PilotsExpress Outrage overData Theft Facilitatedby US AirwaysManagement

US Airways Pilots IssueStatement of Supportfor Wisconsin Workers'Right to UnionRepresentation

US Airways PilotsProtest in CharlotteOver Pace of ContractTalks

US Airways PilotsProtest Slow Pace ofContract Talks

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US Airways Pilots Speak Out About Safety Conditions atthe AirlineMonday, May 09, 2011

US Airline Pilots Association Calls for Termination of US Airways Vice President of Safety andRegulatory Compliance Paul Morell

CHARLOTTE, N.C. -- May 9, 2011 -- After numerous lapses in safety protocols at US Airwaysrecently, the Board of Pilot Representatives of the US Airline Pilots Association (USAPA), whichrepresents the airline's pilots, has unanimously called for the immediate termination of the rankingofficial in charge of airline safety, Vice President of Safety and Regulatory Compliance Paul Morell.

"Mr. Morell has repeatedly ignored USAPA's concerns about the safety of our airline and has shownno leadership in remedying potentially catastrophic situations that face our pilots," said Captain MikeCleary, president of USAPA. "As such, we have asked the Company's leadership and the Board ofDirectors to act quickly and decisively to terminate his employment at US Airways."

In its communications with the US Airways directors, USAPA cited 17 specific issues to support itsopinion that Morell is derelict in his duties to protect the pilots and passengers of US Airways.

"Mr. Morell has ignored or actively dismissed safety recommendations from pilots, despite the factthat the pilots are on the front line and dealing with these issues on a daily basis," added CaptainCleary. "USAPA has reached out to Mr. Morell time and time again, requesting his input andguidance about how to alleviate the many safety issues that face our pilots. At best, we havereceived a dismissive or tepid response; at worst, complete silence. Our efforts to engage CEODoug Parker and the Board of Directors on this issue have also gone unanswered, clearlydemonstrating that they do not share USAPA's priority of putting safety above all else. Not one ofthe 17 specific issues we brought to the CEO and Board has been acted upon or even respondedto."

"Additionally US Airways' management refused to participate in an external evaluation performed byrenowned safety expert Dr. Terry von Thaden, who has performed more than 200 similarevaluations and has never, prior to now, had an air carrier refuse to participate in an evaluation,"Captain Cleary continued. "Her results -- which indicated safety culture problems throughout USAirways -- were dismissed out-of-hand by the Company."

Dr. Sidney Dekker, also a well-respected safety expert who reviewed the results of the evaluation atUSAPA's request, noted that, "Most worrying is the extent of the dismissal of the safety culturesurvey and the suggestion that management has the safety problem pretty much under control."

USAPA Safety Chairman Tom Kubik concurs. "Through the safety work conducted by Dr. vonThaden's team, our pilots voiced their concern about everything from forced on-time departures tocost-cutting measures that erode the safety of our aircraft -- and the Company turned a deaf ear toeverything we said,' said Captain Kubik. "Mr. Morell's responsibility is to the pilots who work at USAirways and the passengers who fly with us, and he has repeatedly demonstrated that he is nolonger able to fulfill this duty."

In an attempt to remedy these problems and bring additional attention to the safety infractionsoccurring on his watch, USAPA has called for the immediate termination of Paul Morell. Any otheraction by the Company will be viewed by USAPA as insufficient and a direct threat to the safety ofthe pilots and passengers on US Airways.

ABOUT USAPA

Headquartered in Charlotte, North Carolina, the US Airline Pilots Association (USAPA) representsthe more than 5,000 mainline pilots who fly for US Airways. USAPA's mission is to ensure safeflights for airline passengers by guaranteeing that their lives are in the hands of only the mostqualified, competent and well-equipped pilots. USAPA will fight against any practices that mayjeopardize its pilots' training, equipment, workplace environment, compensation or work/life balance,or that compromise its pilots' ability to execute the optimal flight. Visit the USAPA website atwww.USAirlinePilots.org.

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Exhibit 18


From: [email protected] Sent: 5/12/2011 3:44:53 P.M. Eastern Daylight Time Subj: Usairway's pilots sign new contract?

US Airway’s Pilots Sign 3 Year Accord

By The Captain, Staff Reporter, SafetyFirst online

Phoenix, AZ June 26th, 2011

Yesterday, US Airway’s and the US Airline Pilots Association announced that they had reached a new 3 year collective bargaining agreement covering the approximately 5,000 pilots of US Airways. In a press release, Mike Cleary, President of the pilots’ union said that “this long overdue agreement will bring the hardworking US Airways pilots up to industry standard with their peers at other carriers. We now look forward to working with management to return our carrier to the top of the industry in on‐time and reliability”. US Airways pilots have long complained that their management has taken advantage of them for years, keeping them at substandard wages and work rules compared to their peers at other carriers as a result of their bankruptcy filings that ended over 6 years ago. The new agreement will end what they have dubbed “bankruptcy wages and work rules” assuming that it is ratified by the union’s membership as expected.

The announcement of an agreement seemingly came overnight, after literally years of negotiations that both parties had described as “non‐productive” at best with each side accusing the other of being the road‐block to a final agreement. In recent weeks, the frustration felt by the pilots over the slow pace of negotiations appears to have negatively affected the daily operations of the carrier to the point where passengers are “booking away” from the airline potentially costing the carrier hundreds of millions in future revenue. After a stellar performance in 2010 and again in the first half of 2011, when US Airway’s led the industry in on‐time and completion factor the carrier recently plummeted to dead‐last in on‐time, flight completions and customer complaints. Last week US Airways emailed a letter to its frequent flyers apologizing for its recent poor performance while promising to fix the problems in the coming weeks. Whatever the cause of the operational melt‐down, industry insiders say now that an agreement has been signed they expect that US Airways will again soon lead the industry in several performance related categories such as on‐time. This can’t come soon enough for the carrier who has recently been hit with sky high fuel prices and can ill‐afford a continuing significant drop in revenue as well.

The agreement still must pass a membership ratification vote by the rank and file that will occur in mid July, but off the record comments by members of US Airways management as well as union insiders suggests the vote is more of a formality at this point. The tentative agreement was recommended for ratification by the pilots’ union Board of Pilot Representatives by a vote of 9‐2. The 2 dissenting votes were cast by former


America West pilots who now serve on the pilots governing Board and voted against ratification in protest of the inclusion in the agreement of a seniority list that recognizes a pilots years of service with the company and has been a source of litigation by a minority group of former America West pilots. The two dissenting votes are considered to be inconsequential to the outcome of the ratification process.

(Does this intrigue you? Then forward it to your peers and get Onboard!)

The Captain

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Exhibit 19


www.usairlinepilots.org May 11, 2011

APU Usage and FOM Compliance

Adhering to the directives of a recently issued CBS message regarding APU utilization after landing when approaching the gate, may put you in a non-compliant situation with regards to a long standing FOM policy. Specifically, the FOM directs US Airways pilots to always place the comfort of our passengers above the efficiency of our APU usage. As we enter the month of May, and warm sunny days become the norm across our route system, it is imperative that each of us understand this priority.

The latest guidance from flight operations management advises us that it is permissible to start the APU when approaching the gate as a normal operating practice, but then goes on to direct that you "shut down the APU after ground power is established". Due to the haphazard manner in which the ground air is connected at many stations across our route system, complying with this APU shut down guidance will in many cases result in subjecting our passengers to an uncomfortable cabin before the deplaning process is completed.

On even a cool day, this poor cabin air quality situation will only deteriorate and the cabin temperature will continue to rise as the aircraft "bakes in the sun" awaiting the next load of passengers. In order to comply with placing passenger comfort above APU efficiency, you should supply APU bleed air to the cabin until such time as the ground air is connected … or not. If by the time you would normally leave the flight deck the ground air has not been connected (which will occur more often than not), it is only prudent that you assume it will not be connected and leave the APR bleed air supplying ventilating air to the main cabin.

There can be little doubt that until such time as all crews are reminded of the FOM requirement to prioritize a comfortable aircraft cabin above APU efficiency, compliance with this new directive will result in a significant number of intolerably hot aircraft cabins. In an effort to compensate for the flawed logic of this new directive, we encourage all pilots to attempt to arrive at the aircraft prior to passenger boarding during originating or aircraft change flight segments, and determine the quality of the aircraft cabin air. If it is not comfortable as required by the FOM, it is suggested that you inform the gate agent that boarding needs to be delayed until such time as the ground air is connected and a comfortable aircraft cabin is provided to our passengers. If the ground air is not capable of doing this, start the APU and board the passengers after the APU bleed air has cooled the cabin. If the APU is inoperative, you should request a ground air conditioning cart or operate the PACK with air from an external air cart.

Hot aircraft cabins with poor air quality can exacerbate problems for passengers with health related issues. FOM Bulletin 05-11 discusses Communicable Disease/Death reporting. You will note that the list of some of the symptoms listed in this FOB can be brought on by hot and uncomfortable cabins. If your passengers are boarded onto a hot aircraft prior to your arrival, it may be prudent to stop the boarding and have the flight attendants survey those already onboard the aircraft for signs of these symptoms. If they are observed, use your judgment as to the need to remove all passengers from the aircraft and have paramedics called to evaluate the health of those that appear to be afflicted.

The addition of passengers to an intolerably hot aircraft will only make a bad situation worse. Stopping the boarding


process until such time as the cabin can be cooled may be your only prudent course of action. If you are unable in spite of your best efforts to provide a comfortable aircraft for your passengers, you may be left with no choice but to delay the flight until such time as another aircraft is available with an operative APU or alternative means are established to cool the aircraft.

The pilot in command is the ultimate authority, and even more important ultimately held accountable, for the safe and efficient operation of the aircraft. Do not let station management personnel, ramp employees, or gate agents intimidate you into making a command decision that will place you in the jeopardy of experiencing the ramifications of not complying with the very clear directives of our FOM.

For years we have been trained that APU cost are directly related to start cycles. Now Management has informed us that we pay for the APU by the "flight hour". So whether you start the APU once or several times after landing, the only additional cost is the actual fuel consumed while the APU is running. It should seem obvious to all of us that consuming this fuel to keep our passengers comfortable, and comply with FOM directives, is a cost of doing business. Please consider this information as you continue your best efforts to provide our passengers with safe, comfortable, and efficient travel - in that order.

USAPA Communications





Exhibit 20


Volume 2, Issue 25 - June 22, 2011

- Ongoing Items -

In any week, your Union is confronting issues on literally dozens of fronts. Let your voice be heard. Get involved.

In addition to the subjects in today's Compass, below are some of the past issues we have discussed.

UPEAF Payroll Deduction Pilots are now able to contribute to the US Airways Pilots Emergency Assistance Fund (UPEAF) via payroll deductions. Download the UPEAF Payroll Deduction Form

Upcoming USAPA Events

June 21-24 NAC Negotiating Session with NMB, US Airways

July 12-15 NAC Negotiating Session with NMB, US Airways

Aug 9-12

In this Edition:

• US Airways Continues to Reinforce Negative Safety Culture

• This Week's Safety First Review Items

• Don't Leave Non-Revs or Jumpseaters Behind

• GAC and PIC Issue Joint Update on Pilots Equitable Treatment Act

• Furlough Committee Welcomes New Hires

• Contract Hotline Calls for Volunteers

• East Bid 11-04 Open Until June 26

• Tips for Using the USAPA Website

• Operational Alerts and Reminders

US Airways Continues to Reinforce Negative Safety Culture

The Safety Committee continues to keep you up to date on examples of how the Company is placing economics and on-time performance ahead of safety. These examples of the flawed safety culture at US Airways are meant to keep you aware that you must be extremely careful as you make operational decisions that have the potential to take you out of the green and into the yellow and red. The Committee's recent updates were mailed to all pilots, but you can also find them archived on the website using the link below.


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NAC Negotiating Session with NMB, US Airways

Aug 15-17 Grievance Arbitration: DIS 10-07-003 EAST, Termination

Click here for the full USAPA Calendar

USAPA Officers

President Mike Cleary

Vice President Randy Mowrey

Secretary-Treasurer Rob Streble

Executive Vice President Gary Hummel

This Week's Safety First Review Items

FOM 2.2.9 Flight Close Out

Prior to removing the jetway, the customer service agent will state the passenger headcount and verify that the captain has the fuel slip. The CSA will then ask the captain if he is ready to depart.

Passenger Count. If the captain desires a flight attendant passenger count to confirm the agent provided number, the captain may obtain a count after departing the gate and prior to the safety demonstration/video.

QRH-OD-3 Low Visibility Taxi

Taxi operations are authorized if the Captain decides visibility is sufficient.

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Don't Leave Non-Revs or Jumpseaters Behind

We have all witnessed our gate agents push to maintain on-time performance. Pressure is applied to the agents, who then attempt to transfer that pressure to our crews. It is up to the crew to fully comply with all procedures and required actions to safely perform flight operations and this includes the boarding process. Captains, if you are not satisfied with the operation, the FOM requires you to stop the operation until your concerns are addressed and properly handled. We cannot allow external factors to jeopardize the safety of the operation based on on-time pressures. We must step to the forefront to prevent flight operations from entering the "yellow" or possibly "red" in a rush to move your aircraft off the gate.

Another factor of the push for on-time pressures is the impact on our non-revs and jumpseaters. Your Reps have received reports of non-revs and jumpseaters being left behind with open seats as a result of the effort to get the cabin door closed and get the aircraft off of the gate. Non-revving and jumpseat are benefits, and should not be sacrificed so that another round of executive bonuses can be doled-out. Next time you hear "cleared to close?" and you have open seats, verify that all non-revs and jumpseaters have been accommodated.

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GAC and PIC Issue Joint Update on Pilots Equitable Treatment Act

This week the Government Affairs and Pension Investigation Committees issued an update on the Pilots Equitable Treatment Act bill that has been introduced into both houses of Congress. The bill corrects an inequity that exists for those airline pilots' defined benefit plans that terminated prior to December 13, 2007, when the normal retirement age under those plans was age 60 due to the then FAA mandatory retirement at age 60, but the maximum pension guaranteed by the Pension Benefit Guaranty Corporation (PBGC) was calculated based on a normal retirement age of age


65. The update provides answers to some frequently asked questions pertaining to the PBGC Pilots Equitable Treatment Act.


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Furlough Committee Welcomes New Hires

Today the Furlough Committee posted an update welcoming 8 new hire pilots to US Airways and expressing its pleasure that the Company will continue to hire new pilots this summer. The Committee also continues to assist the Grievance Committee with the J4J Made Whole remedy.

Click here to read the update

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Contract Hotline Calls for Volunteers

Earlier this month the BPR passed a resolution that requires the Grievance and Scheduling Committees as well as the Legal Department to interview and recommend the hiring of two pilots, either on disability and/or retired status, to work for the Contract Hotline.

Pilots who are interested in applying for a position with USAPA, please send a letter of interest along with a copy of your resume to [email protected].

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East Bid 11-04 Open Until June 26

On Friday the Company published the East Permanent Base Bid 11-04. It is a one month bid for September and will close June 26 at 23:30 ET. The primary bid drivers are:

• Decrease A330 lines and increase reserve staffing • Decrease 76I lines and staffing • Decrease A319 lines but increase staffing • Decrease B737 lines and staffing • Increase E190 CA Reserves

Be advised that the Company may assign training for this bid prior to September in accordance with Section 24(F). System-wide there is a reduction of 76 CA and 108 F/O primary lines in this bid. There will most likely also be an extremely large number of Voluntary Displacements on this bid. Please review Section 24(C)4.d Voluntary Displacements below to avoid any unwanted surprises.


Click here to review the bid

Click here to review Section 24(C)4.d Voluntary Displacements

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Tips for Using the USAPA Website

Reset Your Password

We've recently added a new password reset system on the website. If you forget your password, just enter your email address and USAPA number. You'll receive a confirmation link by email (if not, check your spam/junk folders). Just click on the link, reset your password and log in again.

Login Problems

"Username and password do not match or you do not have an account yet."

If you've tried to login to the USAPA website but received this error message, there should be an easy fix.

We believe this problem occurs when there is a discrepancy between your site password and the information you may have stored in your Internet browser. If you see this error message, press the CTRL and F5 keys at the same time to reload your browser (on a PC). You can also delete your cookies and temporary Internet files (an option under Tools > Internet Options in Internet Explorer). Close your browser and reopen it. Now try to log in again, and that should resolve any issues.

If you still have trouble, contact us at [email protected].

Member Search

To be listed in the new Member Search feature on the website, you will need to opt in. In the interest of protecting our members' privacy, your information is currently hidden. If you do NOT wish to make your phone information available to other members, no action is required. If you DO wish to make your information available, simply go to the "My Settings" area, select the appropriate "Allow other members to see this number" box and click the "Save" button.

Member Search is located on the right side of the Members home page. To look up a fellow pilot, just enter the first and/or last name of the member for whom you're searching, including partial spellings (e.g., "Peter" vs. "Peters"), and press the "Go" button.

Please note: Due to the initial opt-out of all pilots, pilots are adding their information every day. Your search results may increase each time you use the Member Search as more members opt in.

Click here to login and visit "My Settings"

Opening Email Links to the Website


Because our website is password-protected and limited for members, you must log in to the website before you are able to view most of the information we distribute to you. If you receive an email from us that contains a link to a webpage or document and you are not immediately redirected to it after logging in, please log in to the website first, then click on the link to guarantee that you are able to access it.

If you are still having problems, you can usually find the update posted on the site on the Members homepage under "Recently added pages." All documents or webpages that are linked from our updates should be easily found if you click the links from there.

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Operational Alerts & Reminders

Please remember that we now have 58 pilots on furlough.

Adjusting only for parity for both pilot groups, today the Company owes pilots the following approximate amounts, in addition to retroactive pay:

East A320/B737 Captain/First Officer Lineholders: $72,144/$49,274 Reserves: $64,505/$44,057 West B757 Captain/First Officer Lineholders: $8,880/$5,860 Reserves: $7,597/$5,014

(Parity is the difference in current pay between aircraft types. Currently, East A320/B737 are paid less than West, and West B757 are paid less than East. The figures above represent those differences.)

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Joint Pension Investigation Committee and Government Affairs Committee Update

Dear Fellow Pilots,

Several weeks ago we announced the introduction of Pilots Equitable Treatment Act on Capitol Hill. This is a product of your pilot group using some "outside of the box thinking" from the Pension Investigation Committee, and it was then handled through our Government Affairs Committee. These two committees have worked very harmoniously over the past year and have a chance at one aspect of a remedy for this pilot group in the loss of their Define Benefit Pension Plan.

As there have been numerous questions fielded by both committees since this announcement, we want to provide our pilots with an in-depth answer to commonly asked questions. Hopefully we will answer those questions below.

Although the Pilots Equitable Treatment Act bill has been introduced into both houses of Congress, we don't anticipate any action on this bill in the near future. Our efforts in the meantime are concentrated on lining up as many co-sponsors as possible in an attempt to make this a bi-partisan issue. Another part of this effort is to encourage


Congress to hold hearings on the PBGC and find a way to solve the agency's funding shortfall. This may take some time. In the President's proposed 2012 budget, this issue is talked about, and some possible formulas are mentioned to put the PBGC on a more firm financial footing. Until these hearings are held and a remedy is found, the bill is unlikely to have success. This will not be a quick or easy effort, and the Government Affairs and Pension Investigation Committees are working hard with our legislative consultants to formulate a strategy that is effective and realistic going forward. Over the next few weeks in the Committee updates we will be expanding on the role we will ask our pilots to perform in regards to asking for Congressional support for this bill. It is premature to start that effort now in our opinion. All questions regarding who this bill will cover and how it will affect individual pilots should be directed to our Pension Investigation Committee members. Most Congressional offices do not have the level of detail expertise to answer these specific questions.

Another request that we would ask of you is to realize that this bill is only one of many efforts that we are working on to benefit our pilots and to mitigate to some degree the disaster that losing our defined benefit plan has been to all of us. Some of these efforts we hope to help the entire group, and some will help certain groups and not others. Restructuring the funding of the PBGC is a concern to all of us and affects everyone. Holding the PBGC accountable and finding the various reasons and malfeasance used to terminate our plan is another effort that will hopefully bring benefits to all of our pilots. Please know that we are working diligently to find answers and solutions to as many of these problems as possible. The Pilots Equitable Treatment Act Bill is just one of these efforts, and we ask all of our pilots to support all of the efforts that we pursue as we work to bring whatever relief is available to our pilot group. Rest assured that we pledge to you that we will leave no stone unturned in our efforts for all of our pilots.

PBGC Pilots Equitable Treatment Act

The Pension Benefit Guaranty Corporation Pilots Equitable Treatment Act (S. 998) was introduced in Congress by Senator Daniel Akaka (D-Hawaii) on May 12, 2011. A companion bill (H.R. 1867) was also introduced in the House of Representatives by Representative George Miller (D-California). The bill corrects an inequity that exists for those airline pilots' defined benefit plans that terminated prior to December 13, 2007, when the normal retirement age under those plans was age 60 due to the then FAA mandatory retirement at age 60, but the maximum pension guaranteed by the Pension Benefit Guaranty Corporation (PBGC) was calculated based on a normal retirement age of age 65. For benefits that begin at age 60, the benefits are treated as "early retirement" benefits and the PBGC's guarantees for those benefits are significantly reduced. The PBGC's guarantee for benefits beginning at age 60 is 35% less than of the amount guaranteed for benefits beginning at age 65.

The PBGC Pilots Equitable Treatment Act corrects this inequity by providing that those airline defined benefit plans that were terminated or frozen when the pilot mandatory retirement age was any age other than age 65, the PBGC guaranty will be calculated using age 65 as the normal retirement age. The US Airways Retirement Plan for Pilots terminated on March 31, 2003. For plans terminating in 2003, the PBGC maximum guarantee is $43,977 per year at age 65 (single life annuity). The PBGC schedule in effect when a pension plan actually terminates is the schedule that is used to determine the PBGC guarantee that applies to the participants of a terminated plan. The PBGC maximum guarantee at age 60 is $28,585.20. With passage of the PBGC Pilots Equitable Treatment Act, the PBGC guarantee for ages 60 through 65 will be $43,977. The chart below shows the impact of the proposed legislation.

PBGC Guarantee for Plans Terminating in 2003

PARTICIPANT'S AGE ON LATER OF

BENEFIT COMMENCEMENT

DATE OR PLAN TERMINATION

DATE

PBGC MAXIMUM MONTHLY

GUARANTEE

(Single Life Annuity)

PBGC MAXIMUM ANNUAL

GUARANTEE

(Single Life Annuity)

PBGC MAXIMUM ANNUAL

GUARANTEE UNDER S. 998

70 (1.66 x limit) $6,083.52 $73,002.24 $73,002.2469 (1.49 x limit) $5,460.51 $65,526.12 $65,526.1268 (1.34 x limit) $4,910.79 $58,929.48 $58,929.4867 (1.21 x limit) $4,434.37 $53,212.44 $53,212.4466 (1.10 x limit) $4,031.25 $48,375.00 $48,375.00


65 (100% of limit applies at 65) $3,664.77 $43,977.24

$43,977.24

64 (.93 x limit) $3,408.24 $40,898.88 $43,977.2463 (.86 x limit) $3,151.70 $37,820.40 $43,977.2462 (.79 x limit) $2,895.17 $34,742.04 $43,977.2461 (.72 x limit) $2,638.63 $31,663.56 $43,977.2460 (.65 x limit) $2,382.10 $28,585.20 $43,977.2459 (.61 x limit) $2,235.51 $26,826.12 $26,826.1258 (.57 x limit) $2,088.92 $25,067.04 $25,067.0457 (.53 x limit) $1,942.33 $23,307.96 $23,307.9656 (.49 x limit) $1,795.74 $21,548.88 $21,548.8855 (.45 x limit) $1,649.15 $19,789.80 $19,789.8054 (.43 x limit) $1,575.85 $18,910.20 $18,910.2053 (.41 x limit) $1,502.56 $18,030.72 $18,030.7252 (.39 x limit) $1,429.26 $17,151.12 $17,151.1251 (.37 x limit) $1,355.96 $16,271.52 $16,271.5250 (.35 x limit) $1,282.67 $15,392.04 $15,392.04

The following are some of the frequently asked questions pertaining to the PBGC Pilots Equitable Treatment Act.

1. What pilots are affected by this legislation?

The PBGC Pilots Equitable Treatment Act affects any airline pilot whose pension plan was terminated or frozen during the time when the FAA required pilots to retire at age 60. The US Airways Retirement Plan for Pilots was terminated on March 31, 2003, when pilots were required by the FAA to retire at age 60. The proposed legislation would increase the PBGC maximum guarantee for US Airways pilots who were participants in the terminated US Airways Retirement Plan for Pilots by using the age 65 guarantee amounts for ages 60 through 64.

2. If all of my PBGC benefit falls in PC-4, how much money would I receive at age 60?

The PBGC Pilots Equitable Treatment Act will increase the PBGC maximum guarantee at age 60 from $28,585.20 a year to $43,977.24 a year. However, if your accrued benefit under the US Airways Retirement Plan for Pilots is less than the PBGC guarantee amount, you will receive the amount of your accrued benefit, not the amount of the PBGC guarantee.

3. If all of my PBGC benefit falls in PC-4, how much would I receive at age 65?

The PBGC Pilots Equitable Treatment Act will not change the PBGC guarantee for benefits that commence at age 65. It remains at $43,977.24 a year. However, if your accrued benefit under the US Airways Retirement Plan for Pilots is less than the PBGC guarantee amount, you will receive the amount of your accrued benefit, not the amount of the PBGC guarantee.

4. Will I receive this money even if I choose to continue flying until age 65?

Because the normal retirement age was age 60 under the terminated US Airways Retirement Plan for Pilots, you may begin commencing your normal retirement benefit at age 60. You may commence your benefit at age 60 while continuing to fly at US Airways. There is no requirement that you retire or separate from service with US Airways in order to commence your PBGC benefit. The PBGC has stated that the Fair Treatment for Experienced Pilots Act, which increased the mandatory pilot retirement age to 65, had no impact on the provisions of the pension plan that had already terminated. The amount of the PBGC maximum guarantee will be determined based on your age when you commence your benefit.

5. Will I receive more money if I wait until age 65?


Under the PBGC Pilots Equitable Treatment Act, the PBGC guarantee for benefits that commence at ages 60 through 65 will be $43,977.24 a year. The PBGC guarantee will be the same whether your commence benefits at 60 or wait to commence benefits at age 65.

6. I resigned from US Airways a few years ago and now fly for a different airline. If I have already started collecting the PBGC benefit prior to age 60 would I receive any benefit if this legislation passes?

If you have already commenced your benefit prior to age 60, your benefit will not be impacted by this legislation. The PBGC Pilots Equitable Treatment Act only changes the PBGC guarantee for pilots commencing benefits between the ages of 60 and 64. The change in the PBGC guarantee applies whether a pilot separated from US Airways or continues to fly for US Airways at or after age 60. The amount of the PBGC guarantee is determined based on the pilot's age at the time he or she commences the PBGC benefit.

7. I am age 63 and retired. If this bill passes, would it be retroactive and would I receive a lump sum based on an age 60 retirement?

The changes made by the PBGC Pilots Equitable Treatment Act apply to benefits payable on or after enactment of the bill. The bill will not increase your benefit retroactively, and therefore, you will not receive a lump sum payment based on past payments. However, enactment of the legislation will increase your PC-4 PBGC guarantee for future benefit payments.

8. I turn 60 in September 2011 and am considering commencing my PC-4 benefit at that time. If the PBGC Pilot Equitable Treatment Act is enacted and I am already receiving benefits as a PC-4, am I frozen to those amounts, or will the new amounts take precedent?

The changes made by the PBGC Pilots Equitable Treatment Act apply to benefits payable on or after enactment of the bill. If your benefit falls in PC-4 and you are already receiving benefits, your future payments will be increased after enactment of the legislation to the extent your accrued benefit under the US Airways Retirement Plan for Pilots equals or exceeds the PBGC guarantee amount.

9. There are some of us PC-4 guys that have reached age 60 and continue to work but have not applied for our PBGC benefits. This is with the idea of having more income by postponing the start of our benefits to a later age. The question is what might happen to us if through legal or legislative action we are restored to full PBGC benefits? Will we be disadvantaged for having waited or will we be made whole as if we had applied at age 60?

First of all, we will never be restored to a full benefit plan, as we had before the termination in March of 2003. If enacted, the PBGC Pilots Equitable Treatment Act would increase the PBGC guarantee for those PC-4 pilots who commence their benefit between ages 60 and 64. If you are age 60, there would be no advantage to waiting until age 63 or 64 or 65 to commence your PBGC benefit, since the PBGC maximum guarantee would be the same for ages 60-65. However, the PBGC guarantee is actuarially increased if you commence your benefit after age 65. See the chart above for PBGC Guarantee for Plans Terminating in 2003.

10. I am on LTD and cannot collect from the PBGC pension benefit because my LTD benefit is offset by the PBGC benefit, therefore it is to my disadvantage to collect. And if I retire and collect I would be losing money. I was also 54 when the plan terminated and they reduced me to 51 so I don't collect as much as I should from that aspect. Any chance I could get more money than they say I can?

The PBGC Pilots Equitable Treatment Act does not change the amount of your accrued benefit under the terminated US Airways Retirement Plan for Pilots and does not change the pension offset under the Pilots Disability Plan. It only changes to the amount of the maximum PBGC guarantee for US Airways pilots commencing PBGC benefits between ages 60 and 64.

11. I will turn 60 in July 2011. The PBGC tells me that in order to get benefits in August, I must file in June. Based on what you know, do you believe there is any chance that those who start collecting benefits now may be excluded from any possible future benefit increase? In other words, is there a chance that future changes in the legislation will not apply to current beneficiaries?


It is impossible to predict whether there will be any changes made to the bill during the legislative process. However, any attempts to exclude current recipients will be strongly opposed by USAPA. The current language of the bill provides that the changes made by the bill apply to benefits payable on or after enactment of the bill. While there will not be any retroactive increase in your PBGC benefits, after enactment of the legislation you will be entitled to any increases in your benefit going forward.

12. The proposed legislation will increase the age 60 benefit (and collectable at that age) to the age 65 level for all PC-4 pilots. My question is this... Will the PC-3 level be increased to that same PC-4 level if the PC-3 pilot is currently collecting less then the new increased PC-4 amount?

The legislation does not change the PC-3 level benefits, but merely increases the PC-4 PBGC maximum guarantee for ages 60-64. However, it should be noted that the increase in the PBGC guarantee does not mean every PC-4 pilot will receive the maximum benefit. It merely means that his or her pension benefit is guaranteed up to the new PBGC guarantee amount. If a pilot's accrued benefit is less than the PBGC guarantee amount, the pilot will receive the amount of his or her accrued benefit, not the amount of the PBGC guarantee.

Thank you again for your continued comments of support.

The Pension Investigation Committee

F/O Dave Westberg, Chairman

Capt. Dave Koseruba, Co-Chairman

F/O Robert Whitt

Capt. Mark Butler

F/O Jeff Krumeich

Capt. Rich Peters

and

The Government Affairs Committee

Randall Dopp, Chairman

Jeff Skiles, Vice Chairman

Peter Machtel

Bruce Quinby

Bill Turbett

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Furlough Committee Update


Fellow Pilots,

The Furlough Committee would like to thank those who have continued to be good, smart, union pilots.

We have four additional items on which to update you today. Please remember everything is subject to change, as this is the latest information that we have:

1) We are pleased that US Airways continues its hiring process, and would like to welcome eight new pilots to the US Airways and USAPA family. These pilots started class on June 6, 2011. You will see them in the training center, as the whole class is in training for the PHL E190 FO positions. Please welcome them aboard!

Left to Right: Carmine Giardina, Steven Dunn, Kevin Mussat, Paul Mauch, David Debenham, Ronan Colbert, Michael Bockler, and Michael Endean.

2) At this time, US Airways currently has plans for 44 additional new hire positions from the July 2011 bid (52 positions originally from bid). These new hires are scheduled to come from PSA, Piedmont and off the street with tentative class dates of July 5, July 18, August 1 and September 12 (class dates subject to change). Please remember that these are tentative dates and all interested pilots should visit the US Airways website for more information. We will pass along any information as we get it, but we do not have any additional information at this time.

3) The Furlough Committee continues to assist the Grievance Committee with the J4J Made Whole remedy and will be meeting via conference call with the Company and Arbitrator Kaplan next week. As results are available we will post information to the website.

4) Please remember that as of today, US Airways has 58 pilots remaining on furlough. All East pilots have been recalled, and all West pilots have been offered recall to the East at this time.

Please feel free to contact your Furlough Committee with any questions. To reply to this email, please contact [email protected] or email the committee members below.


Thank you,

Courtney Borman [email protected] 240-463-9003

Keith Rodriguez [email protected] 412-389-1980

LeRoy Young [email protected] 310-962-2973

Carrie Landry [email protected] 617-290-1456

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East Permanent Bid 11-04

Today the Company will publish Permanent Base Bid 11-04 for the East pilots. A copy is attached to this update and will also be posted on the USAPA website. It is a one month bid for September. It will open today and close June 26, 2011, at 23:30 Eastern. The primary bid drivers are:

• Decrease A330 lines and increase reserve staffing • Decrease 76I lines and staffing • Decrease A319 lines but increase staffing • Decrease B737 lines and staffing • Increase E190 CA Reserves

Be advised that the Company may assign training for this bid prior to September in accordance with Section 24(F).

Please review the Permanent Bid Booklet we sent you previously to help you bid correctly. There is also a copy on the USAPA website (Scheduling Committee Library) if you need another one. If you have any questions on this bid, or on how to bid, please contact one of the Bid Closing Specialists listed in the Committee Yellow Pages.

System-wide there is a reduction of 76 CA and 108 F/O primary lines in this bid.

PLEASE MAKE SURE YOU REVIEW AND UPDATE YOUR BIDS TO AVOID ANY UNWANTED SURPRISES!

Thank you.

Steve Smyser, Chairman USAPA Scheduling Committee

Update on East Permanent Bid 11-04

There will most likely be an extremely large number of Voluntary Displacements on this bid. Please review Section 24(C)4.d Voluntary Displacements below to avoid any unwanted surprises:

"d. Voluntary Displacements

(1) Voluntary displacements will be allowed in system seniority order to each eligible pilot. An eligible pilot is a pilot


who, on the current position alignment, holds a primary line of time that has been eliminated by the announcement of a subsequent Permanent Bid. Pilots who are unable to hold a primary line of time, in a position, as a result of a reduction in the number of primary lines of time between the current position alignment and the number of primary lines of time in the subsequent permanent bid may elect to take a voluntary displacement.

(a) Eligible pilots desiring to exercise a voluntary displacement will indicate their desire by submitting as their first bid choice in the permanent bid file their present position at a relative number equal to the last primary line, followed by any additional bid choices in the order of desired priority. Indicating such a desire to exercise a voluntary displacement does not preclude the pilot from bidding other positions, in preference to his present position, in an attempt to acquire a higher preference position through a normal vacancy opening.

Example 1. A pilot holds number 50 out of 55 primary lines of time on the 737-300 in CLT. The company posts a new Permanent Bid Announcement that reduces the primary lines of time on the 737-300 in CLT to 48 in the month of March. All current primary lineholders from number 49 to number 55 are pilots eligible to exercise a voluntary displacement. Pilot number 50 wishes to exercise his rights to a voluntary displacement. The pilot indicates this desire by entering bid choices into the permanent bid file for the month of March as follows:

1. CLT 33 CAP 048 5. CLT 73 CAP 000 2. PIT M8 CAP 075 6. CLT F1 CAP 000 3. PHL 33 CAP 000 7. BWI 33 CAP 000 4. BOS 33 CAP 000 8. CLT 7I F/O 000

Alternatively, the pilot may enter the following bid choices for the month of March. Here, the pilot is attempting to acquire a higher preference position through a normal vacancy opening, and is also indicating the desire to exercise a voluntary displacement, if necessary.

1. PIT 76 CAP 000 5. CLT 33 CAP 048 2. CLT 76 CAP 000 6. PIT M8 CAP 075 3. CLT 7I CAP 000 7. PHL 33 CAP 000 4. PIT M8 CAP 050 8. BOS 33 CAP 000

When the March permanent bid is closed, if there is any vacancy in choices one through four at the pilot's seniority, then the pilot will be awarded such higher preference vacancy. If the pilot is not senior enough to hold any of the choices one through four, or if there are no vacancy openings in any of those choices, and if the pilot is not senior enough to hold position number 48 on the CLT 737-300 alignment, the pilot will be considered to have been displaced.

(b) Eligible pilots not desiring to exercise a voluntary displacement will indicate this desire by submitting a permanent bid choice that reflects their current position at a relative number equal to the maximum number of positions available, or at any relative number between the last primary line of time and the maximum number of positions. Indicating a desire to not exercise a voluntary displacement does not preclude the pilot from bidding other positions, in preference to his present position, in an attempt to acquire a higher preference position through a normal vacancy opening.

Example 2. A pilot is number 100 (the last primary line of time) of 150 (the maximum capacity) on the DC9 in PIT. The company reduces the primary lines of time from 100 to 95. The pilot may bid PIT DC9 at any relative position between 95 (the new last primary line of time) and 150 (the maximum number of positions). Such a bid choice indicates that the pilot does not wish to exercise his right to voluntary displacement.

(c) Voluntary displacement rights must be exercised for the month that the pilot's position as a primary lineholder is eliminated. If the pilot were to place bids as in Example 2 above, indicating a desire to not exercise a voluntary displacement, the pilot will not have voluntary displacement rights in subsequent months.

(2) A pilot who is awarded a voluntary displacement shall be eligible for moving expenses in accordance with Section 5(G)1. Such pilot will be entitled to one (1) move in any three (3) year period as a result of the displacement.


(3) A pilot serving a training freeze will not be released from such freeze in order to exercise a voluntary displacement unless the permanent position effective date is subsequent to the expiration of such freeze. A pilot awarded a voluntary displacement who undergoes training will be subject to a training freeze as if he had been awarded a vacancy."

Please also review the Permanent Bid Booklet found on the USAPA website in Scheduling Committee library. If you have any questions on this bid, or on how to bid, please contact one of the Bid Closing Specialists listed in the Committee Yellow Pages.

Thank you.

Steve Smyser, Chairman USAPA Scheduling Committee

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Exhibit 21



Exhibit 22



Exhibit 23


From: d p <[email protected]> Date: Jul 22, 2011 14:31 Subject: A Call to Action Re: Be prepared to respond quickly and severely to management's attempt to intimidate our Pilots by firing two of our own. We must stand together and respond as one. If this response is successful, management will have to come to the table, and quickly. If you have joined the text network, you will receive a text message with the date of the action. It will likely correspond with the date of the termination hearings. Our response should be profoundly effective. In the interim, we must make every effort to arrive at least 16 minutes late most of the time,and use the FDML to enter ALL discrepancies, no matter how small they may seem. Carry nothing back to base. Taxi at 7kts at all times so all can see how many people are onboard. Fly 4000 feet below flight planned altitude and and at speed equal to cost index 0. The on time arrivals are very important to management. We must bring the number below 70% despite those company pilots out there (PHX). Nothing worthwhile will come without each of us being willing to endure some inconvenience or pain in terms of running late or dealing with maintenance or management. Thank you for being on board, use the term in your ATC and ramp communications. Peer pressure is an important aspect of our effort. You represent the strongest among us. It is up to you to bring the others on board and tell them what is expected of them. We are monitoring the on time performance of our individual crews, but we will gladly accept nominations for “company pilot of the week”. Please email names to [email protected]. We will make sure that all of our pilots know who is not strong enough to walk the walk. These are serious times and this no place for pansies. There is a lot at stake and we all are counting on your full participation.


Exhibit 24


From: Kevin Smith <[email protected]> Date: Fri, 22 Jul 2011 06:51:51 -0700 Subject: July Update Mid Month Update. Remember to SLOW DOWN for safety!!! Slow down for turbulence, passenger comfort. No need to be in a big hurry for nothing. There is always another commute flight. Well on July 21st on the 330 they finally ran out of Captains. They had to get a CLT Res to fly a trip out of CLT. --As of today we have one 330 Res Pilot with 85 hours. This includes his vacation I think. So he is probably done for the month now. --The 767 guys are still in the ball park. Ck out the USA Today for a USAPA article. Once again proving how worthless ALPA is. By the way, support any Delta pilot you see and ask how there campaign is coming along against ALPA. They have over 3500 cards turned in to take a vote to DUMP ALPA. Imagine what would happen to them. Glad we are gone. Someone sent me a list of I think it was some 330 PHL FO's that PICKED up trips on June 1st. What the Hell guys. You know who you are, and have you been on the moon. We will be watching these same individuals for Aug flying and will report on ANYONE flying more than there Sapped down schedule. Questions. --MAN 330 trip? We only have to be over 8 hours 5% of the time coming back before they have to put a IRO on the block. ANY QUESTIONS? --ANC 767 trip? Blocked for 7:50? something to ANC. Get a Clue... Come on guys, stop busting your ass for Parker... BE SAFE in todays environment. We should start seeing results in the next week on the sapping down. If you do not want to Play with Scheduling when they call, then just don't answer it. Keep wearing your "On Board" lanyards until the suck up chief pilots confronts you with it, then go through the questions to ask that USAPA sent out. We have them on the run. Time for the knock out punch.....
