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dcajet
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LATAM shuts down LATAM Argentina

Wed Jun 17, 2020 5:00 pm

https://www.lanacion.com.ar/economia/no ... nid2381063

After 15 years, 4M is being shut down. The losses were simply too high to keep looking the other way in the current environment; 1715 jobs will be lost. Accrued losses since 2011 reach US$325M; over the same time, Aerolineas Argentinas received US$4.8B in subsidies.

Sad day.
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dcajet
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Re: LATAM shuts down LATAM Argentina

Wed Jun 17, 2020 5:24 pm

LATAM Argentina was hit hard by the local market deregulation that began in 2016 - they lost market share and accrued their biggest losses since then. In the present circumstances, HQ can no longer cover those losses and without any forthcoming support from the government, the outcome could hardly be different. JetSmart (having acquired Norwegian's local operation) and Flybondi will remain the only competition to Aerolineas Argentinas. Even the latter's subsidiary, Austral, is being folded into the mothership and is expected to disappear as a stand alone brand in 2021.
Last edited by dcajet on Wed Jun 17, 2020 5:43 pm, edited 1 time in total.
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DoctorVenkman
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Re: LATAM shuts down LATAM Argentina

Wed Jun 17, 2020 5:35 pm

dcajet wrote:
LATAM Argentina was hardly hit by the local market deregulation that began in 2016 - they lost market share and accrued their biggest losses since then. In the present circumstances, HQ can no longer cover those losses and without any forthcoming support from the government, the outcome could hardly be different. JetSmart (having acquired Norwegian's local operation) and Flybondi will remain the only competition to Aerolineas Argentinas. Even the latter's subsidiary, Austral, is being folded into the mothership and is expected to disappear as a stand alone brand in 2021.


I agree with this - but a quick note - in English "hardly" means "a little" or "not much". Just pointing that out because the way you wrote it actually means the opposite of what I think you intended. You'd want to write it "LATAM Argentina was hit hard ..." to say it was difficult for them.
 
Cointrin330
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Re: LATAM shuts down LATAM Argentina

Wed Jun 17, 2020 5:45 pm

Sad to see this happen, though service wise, LATAM Argentina had been on the decline. First flew them in 2005 not long after they launched, from AEP to IGR and back, on 737-200s. A few years later, on the A320 (AEP-SLA-AEP) and it was a nice ride. Also flew them a bunch of times between AEP and BRC. The last flight I took with them, January 2018, AEP-BRC was four hours late, because they could not figure out catering. Then the APU broke and the plane was swapped out and then again, catering was a mess, again. The AR flight departing at the same time, at the adjacent gate, left on time and arrived 14 minutes early. Oh well...
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Wed Jun 17, 2020 5:45 pm

DoctorVenkman wrote:
dcajet wrote:
LATAM Argentina was hardly hit by the local market deregulation that began in 2016 - they lost market share and accrued their biggest losses since then. In the present circumstances, HQ can no longer cover those losses and without any forthcoming support from the government, the outcome could hardly be different. JetSmart (having acquired Norwegian's local operation) and Flybondi will remain the only competition to Aerolineas Argentinas. Even the latter's subsidiary, Austral, is being folded into the mothership and is expected to disappear as a stand alone brand in 2021.


I agree with this - but a quick note - in English "hardly" means "a little" or "not much". Just pointing that out because the way you wrote it actually means the opposite of what I think you intended. You'd want to write it "LATAM Argentina was hit hard ..." to say it was difficult for them.


:eek: One woukd think I'd know better... :o Thanks for the comment!
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LatinPlane
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Re: LATAM shuts down LATAM Argentina

Wed Jun 17, 2020 7:53 pm

Surprising, but not shocking. LATAM Argentina will be liquidated and dissolved. 12 aircraft will be returned to lessors and all employees will be terminated. Interesting to note from the article that the management of LATAM had considered reducing the size of LATAM Argentina to just four (4) aircraft in order to continue operating its Argentine subsidiary, but the odds were against it and the operation was losing so much money (-$133.2 million in 2018 and -$132 in 2019) that even shrinking it wasn't a viable option.

The end of LAN Argentina...

Image

Maybe the reason why the LATAM Argentina subsidiary wasn't part of the reorganization process when LATAM filed for Chapter 11 bankruptcy proceedings in the U.S.?

One can only wonder if LATAM Colombia is next?
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argentinevol98
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Re: LATAM shuts down LATAM Argentina

Wed Jun 17, 2020 8:06 pm

LatinPlane wrote:
Surprising, but not shocking. LATAM Argentina will be liquidated and dissolved. 12 aircraft will be returned to lessors and all employees will be terminated. Interesting to note from the article that the management of LATAM had considered reducing the size of LATAM Argentina to just four (4) aircraft in order to continue operating its Argentine subsidiary, but the odds were against it and the operation was losing so much money (-$133.2 million in 2018 and -$132 in 2019) that even shrinking it wasn't a viable option.

The end of LAN Argentina...

Image

Maybe the reason why the LATAM Argentina subsidiary wasn't part of the reorganization process when LATAM filed for Chapter 11 bankruptcy proceedings in the U.S.?

One can only wonder if LATAM Colombia is next?


God, look at those prices. How quickly things change with the almighty peso...

In all seriousness, it is particularly difficult to run a successful airline, even if it has the backing of a major airline group in an economy so consistently wracked with crises without billions of dollars of almost freely available subsidies from the federal government (the case of AR). Not to mention that the current government is out-right hostile to LATAM Argentina and under its previous administrations openly made clear its intentions to drive LA from the market. As sad as it is, it makes all the sense in the world right now for LATAM to close the Argentine subsidiary. It could be profitable again at some point in the future but it won't be for at least several years to come and is thus unviable for the LATAM group as a whole as it negotiates the virus and the global economic downturn.
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dcajet
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Re: LATAM shuts down LATAM Argentina

Wed Jun 17, 2020 8:56 pm

And things are not looking brighter for LATAM Colombia either. While stopping short of suspending its operations, its CEO announced that the airline is temporarily suspending all labor contracts, not knowing when they will be allowed to resume services.

https://desdeelpatio.com.ar/nota.php?id=579&s=2
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dcajet
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Re: LATAM shuts down LATAM Argentina

Wed Jun 17, 2020 9:37 pm

argentinevol98 wrote:
LatinPlane wrote:
Surprising, but not shocking. LATAM Argentina will be liquidated and dissolved. 12 aircraft will be returned to lessors and all employees will be terminated. Interesting to note from the article that the management of LATAM had considered reducing the size of LATAM Argentina to just four (4) aircraft in order to continue operating its Argentine subsidiary, but the odds were against it and the operation was losing so much money (-$133.2 million in 2018 and -$132 in 2019) that even shrinking it wasn't a viable option.

The end of LAN Argentina...

Image

Maybe the reason why the LATAM Argentina subsidiary wasn't part of the reorganization process when LATAM filed for Chapter 11 bankruptcy proceedings in the U.S.?

One can only wonder if LATAM Colombia is next?


God, look at those prices. How quickly things change with the almighty peso...

In all seriousness, it is particularly difficult to run a successful airline, even if it has the backing of a major airline group in an economy so consistently wracked with crises without billions of dollars of almost freely available subsidies from the federal government (the case of AR). Not to mention that the current government is out-right hostile to LATAM Argentina and under its previous administrations openly made clear its intentions to drive LA from the market. As sad as it is, it makes all the sense in the world right now for LATAM to close the Argentine subsidiary. It could be profitable again at some point in the future but it won't be for at least several years to come and is thus unviable for the LATAM group as a whole as it negotiates the virus and the global economic downturn.


That ad contains a few stories in itself. With AR$216 today you could barely afford a demitasse of espresso as you waited to board LATAM's next flight out to COR or MDZ.
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bkmbr
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 12:45 am

dcajet wrote:
And things are not looking brighter for LATAM Colombia either. While stopping short of suspending its operations, its CEO announced that the airline is temporarily suspending all labor contracts, not knowing when they will be allowed to resume services.

https://desdeelpatio.com.ar/nota.php?id=579&s=2


According to some sources LATAM also fired all the ground crew they had in Paraguay as well. The operation is Paraguay is quite small but is significant that LATAM Paraguay (formerly TAM Mercosur) was not losing money as operations in Argentina and Colombia. LATAM Peru and LATAM Ecuador will probably be next target for LATAM's management team.
 
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 1:02 am

bkmbr wrote:
dcajet wrote:
And things are not looking brighter for LATAM Colombia either. While stopping short of suspending its operations, its CEO announced that the airline is temporarily suspending all labor contracts, not knowing when they will be allowed to resume services.

https://desdeelpatio.com.ar/nota.php?id=579&s=2


According to some sources LATAM also fired all the ground crew they had in Paraguay as well. The operation is Paraguay is quite small but is significant that LATAM Paraguay (formerly TAM Mercosur) was not losing money as operations in Argentina and Colombia. LATAM Peru and LATAM Ecuador will probably be next target for LATAM's management team.

Sadly, it is probably cheaper to restart. That will be a number of aircraft returned to leasors. That is a discussion for another thread.

Lightsaber
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dcajet
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 1:08 am

The closing of LATAM Argentina has set off a political storm within Argentina's combative unions and the many factions of the Peronist government. Pablo Biro, the leader at APLA, the pilots' union, (a good chunk of LATAM's pilots walked out from APLA last year to form an independent union) is calling for the government to impound and confiscate LATAM Argentina's planes.

Great idea... :scratchchin:

https://www.infobae.com/politica/2020/0 ... os-aviones
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onwFan
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 2:44 am

Apparently, LA is also axing EZE-MIA. Isn’t like one of the largest markets? If I am correct, the only remaining long-haul route that doesn’t originate from their core hubs of LIM, SCL or GRU is GYE-JFK. Wonder how long that will last?
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 2:56 am

onwFan wrote:
Apparently, LA is also axing EZE-MIA. Isn’t like one of the largest markets? If I am correct, the only remaining long-haul route that doesn’t originate from their core hubs of LIM, SCL or GRU is GYE-JFK. Wonder how long that will last?


The whole operation is being axed. That means all domestic services plus international services to MIA, GRU, LIM & SCL. Moving forward, LATAM will only be able to sell international flights via the LIM, GRU or SCL hubs from either AEP or EZE in Buenos Aires or COR, ROS, MDZ, SLA & TUC. The non stop EZE-MIA could only be operated by LATAM Argentina. Good news for American Airlines and to a lesser extent, Aerolineas Argentinas, that will have a duopoly on the route.
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bkmbr
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 3:45 am

dcajet wrote:
The closing of LATAM Argentina has set off a political storm within Argentina's combative unions and the many factions of the Peronist government. Pablo Biro, the leader at APLA, the pilots' union, (a good chunk of LATAM's pilots walked out from APLA last year to form an independent union) is calling for the government to impound and confiscate LATAM Argentina's planes.

Great idea... :scratchchin:

https://www.infobae.com/politica/2020/0 ... os-aviones


If LATAM Argentina had 50% of the market share this would make sense, but the had only 16% of market share in 2019, the closure of LATAM will be an inconvenience but it is no disaster for the country to justify this kind of act. What the union's president, to force a company to run ad eternum without any profit? The only company that can afford this luxury in Argentina has always been Aerolineas, we all know that.
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 3:56 am

bkmbr wrote:
dcajet wrote:
The closing of LATAM Argentina has set off a political storm within Argentina's combative unions and the many factions of the Peronist government. Pablo Biro, the leader at APLA, the pilots' union, (a good chunk of LATAM's pilots walked out from APLA last year to form an independent union) is calling for the government to impound and confiscate LATAM Argentina's planes.

Great idea... :scratchchin:

https://www.infobae.com/politica/2020/0 ... os-aviones


If LATAM Argentina had 50% of the market share this would make sense, but the had only 16% of market share in 2019, the closure of LATAM will be an inconvenience but it is no disaster for the country to justify this kind of act. What the union's president, to force a company to run ad eternum without any profit? The only company that can afford this luxury in Argentina has always been Aerolineas, we all know that.


Welcome to the world of Argentina's labor unions. Stuck in a time warp.
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Antarius
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 4:00 am

dcajet wrote:
bkmbr wrote:
dcajet wrote:
The closing of LATAM Argentina has set off a political storm within Argentina's combative unions and the many factions of the Peronist government. Pablo Biro, the leader at APLA, the pilots' union, (a good chunk of LATAM's pilots walked out from APLA last year to form an independent union) is calling for the government to impound and confiscate LATAM Argentina's planes.

Great idea... :scratchchin:

https://www.infobae.com/politica/2020/0 ... os-aviones


If LATAM Argentina had 50% of the market share this would make sense, but the had only 16% of market share in 2019, the closure of LATAM will be an inconvenience but it is no disaster for the country to justify this kind of act. What the union's president, to force a company to run ad eternum without any profit? The only company that can afford this luxury in Argentina has always been Aerolineas, we all know that.


Welcome to the world of Argentina's labor unions. Stuck in a time warp.


Its like they're related to Alitalia.

Oh wait, maybe they are :stirthepot:
2020: SFO DFW IAH HOU CLT MEX BIS MIA GUA ORD DTW LGA BOS LHR DUB BFS BHD STN OAK PHL ISP JFK SJC DEN SJU LAS TXL GDL
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 4:04 am

Antarius wrote:
dcajet wrote:
bkmbr wrote:

If LATAM Argentina had 50% of the market share this would make sense, but the had only 16% of market share in 2019, the closure of LATAM will be an inconvenience but it is no disaster for the country to justify this kind of act. What the union's president, to force a company to run ad eternum without any profit? The only company that can afford this luxury in Argentina has always been Aerolineas, we all know that.


Welcome to the world of Argentina's labor unions. Stuck in a time warp.


Its like they're related to Alitalia.

Oh wait, maybe they are :stirthepot:


Ding, ding, BINGO!!! Argentina's labor movement takes most of its ideology from Italy's pre war days under "Il Duce" Mussolini, as does Peronism. It's no wonder both airlines are very similar basket cases.
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 4:32 am

Hopefully LATAM can get its aircraft out before Argentina shenanigans get them impounded...with quick ferry flights to SCL. As for the fleet---the 4 owned B763s were already converted to freighters and the 5th, leased, returned to Chile. As for the A320s...3 (1 leased) had already gone back to Chile, and the other 13 are likely headed back to Chile as well.

As for LATAM Paraguay, all of the fleet is from LATAM Brasil.

Now, as for EZE-MIA, the A321XLR is on order by WJ/JA's parent, Indigo Partners. They could use the A321XLR to launch EZE-FLL (SCL-FLL on JA) when they arrive, at a lower cost than AR or AA would as they're using wide-bodies while WJ would use . (The alternate should be easy---MIA primary and OPF secondary northbound, and AEP and EPA southbound.) The issue is that WJ does not currently have operations at EZE...but only EZE is acceptable for long-haul operations from Argentina.
 
LatinPlane
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 4:55 am

LAN Argentina dba LATAM Argentina was always a money pit for the LAN group. It was only kept operating to complement the rest of the group as a true multi-national South American Airline group. LAN's once ambitious growth plans for its Argentine subsidiary have been put on hold for many years now due to a horribly unfair business environment created by the Kirchner protectionist government as well as the all-time economic realities of Argentina.

LATAM Argentina lost -$132 million USD in 2019 alone! This is a huge loss for an airline composed of only 15 aircraft, only compromising 13 A320 and 2 763 for its sole long-haul EZE-MIA route. To put this in perspective, another Latin carrier; Grupo AeroMexico, serving 4 continents with a fleet of 19 787s, 49 737s, and 56 Embraers lost a total of -$127 million USD in 2019! $5 million USD less than just the Argentine ops of LATAM. Even then, AeroMexico ended up turning an operating profit of +$91 million USD in 2019 due to compensation for the MAX grounding by Boeing. When you compare and put that into context, it is easy to see why the management team at LATAM found it hard to continue justifying an Argentine subsidiary that continues to bleed excessively and flown only for the prestige of flying the Argentine flag of the multinational South American Airline group.

Image
Last edited by LatinPlane on Thu Jun 18, 2020 5:24 am, edited 1 time in total.
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dcajet
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 5:09 am

aemoreira1981 wrote:

Now, as for EZE-MIA, the A321XLR is on order by WJ/JA's parent, Indigo Partners. They could use the A321XLR to launch EZE-FLL (SCL-FLL on JA) when they arrive, at a lower cost than AR or AA would as they're using wide-bodies while WJ would use . (The alternate should be easy---MIA primary and OPF secondary northbound, and AEP and EPA southbound.) The issue is that WJ does not currently have operations at EZE...but only EZE is acceptable for long-haul operations from Argentina.


EPA's runway does not support long haul flights such as one to Florida, it's only 2,100 ft long. In any case, and I suspect for a long time, there won't be any need for additional capacity on the Argentina - So. Fla market.
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dcajet
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 5:59 am

LatinPlane wrote:
LAN Argentina dba LATAM Argentina was always a money pit for the LAN group. It was only kept operating to complement the rest of the group as a true multi-national South American Airline group. LAN's once ambitious growth plans for its Argentine subsidiary have been put on hold for many years now due to a horribly unfair business environment created by the Kirchner protectionist government as well as the all-time economic realities of Argentina.

LATAM Argentina lost -$132 million USD in 2019 alone! This is a huge loss for an airline composed of only 15 aircraft, only compromising 13 A320 and 2 763 for its sole long-haul EZE-MIA route. To put this in perspective, another Latin carrier, Grupo AeroMexico, serving 4 continents with a fleet of 19 787s, 49 737s, and 56 Embraers lost a total of -$127 million USD in 2019! $5 million USD less than just the Argentine ops of LATAM. Even then, AeroMexico ended up turning an operating profit of +$91 million USD in 2019 due to compensation for the MAX grounding by Boeing. When you compare and put that into context, it is easy to see why the management team at LATAM found it hard to continue justifying an Argentine subsidiary that continues to bleed excessively and flown only for the prestige of flying the Argentine flag of the multinational South American Airline group.

Image


It's way more complex than the above story:

LAN entered Argentina in 2005 "in bed" with the Kirchners, who were opposed to then private Aerolineas Argentinas administered by Spain's Marsans. They wanted to make things difficult for Marsans and LAN was part of it. As you may imagine, LAN's entry to Argentina included illegal payments to then Argentinian officials as proved later in court both in Buenos Aires and in New York.

Things went smoothly for 3 years until the Kirchners finally could get their tentacles on Aerolineas Argentinas illegally nationalized in 2008 (and for which Argentina has paid a pretty penny to what was left of Marsana as per the ICSID's sentence on the matter). At that time the Ks no longer had any use for LAN and their war on the airline began. Any plans that LAN had for Argentina were put on hold and were definitely archived once the LAN+TAM merger was finalized and LAN entered the Brazilian market and gained GRU as a hub. Impossible for EZE to compete with GRU's catchment area and superior geographic location as well as Brazil's friendlier business environment.

While LAN Argentina was never going to be the group's financial darling, the "money pit" you refer to only happened over the last few years and, ironically, not under Cristina Kirchner but under Mauricio Macri. After years of stagnation, the airline was down to just around 25% market share and a decreasing local network. The brutal 2019 devaluation and the liberalization of the local market only made matters worse; the low costs ate away their market share even further, to the present and final 16%. For the past few years, the LATAM HQs could cover the losses incurred by the operation in Argentina, but enter COVID and, with no access to funds, that could no longer be the case and the writing was on the wall for LATAM Argentina.

Clearly the demise of LATAM Argentina plays well into the current Peronist administration policy of restoring AR to an almost monopoly situation, at least domestically. They did not move a finger to help LATAM, to the contrary, they threatened the airline legally when LATAM suspended operations due to COVID back in March, regarding wages to be paid during the suspension of flights, further complicating the airline precarious financial situation. It remains to be seem if Flybondi and JetSmart are able to eventually profit from LATAM's demise in Argentina.

As an aside note, the airline has made it clear they are not leaving operations within Argentina for good or for ever, just referring to it as a suspension of operations for an indefinite period of time. And it has been tweeting the following message "Volveremos (we will return)"

https://twitter.com/LATAM_ARG/status/12 ... 5166398464
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 8:15 am

dcajet wrote:
argentinevol98 wrote:
LatinPlane wrote:
Surprising, but not shocking. LATAM Argentina will be liquidated and dissolved. 12 aircraft will be returned to lessors and all employees will be terminated. Interesting to note from the article that the management of LATAM had considered reducing the size of LATAM Argentina to just four (4) aircraft in order to continue operating its Argentine subsidiary, but the odds were against it and the operation was losing so much money (-$133.2 million in 2018 and -$132 in 2019) that even shrinking it wasn't a viable option.

The end of LAN Argentina...

Image

Maybe the reason why the LATAM Argentina subsidiary wasn't part of the reorganization process when LATAM filed for Chapter 11 bankruptcy proceedings in the U.S.?

One can only wonder if LATAM Colombia is next?


God, look at those prices. How quickly things change with the almighty peso...

In all seriousness, it is particularly difficult to run a successful airline, even if it has the backing of a major airline group in an economy so consistently wracked with crises without billions of dollars of almost freely available subsidies from the federal government (the case of AR). Not to mention that the current government is out-right hostile to LATAM Argentina and under its previous administrations openly made clear its intentions to drive LA from the market. As sad as it is, it makes all the sense in the world right now for LATAM to close the Argentine subsidiary. It could be profitable again at some point in the future but it won't be for at least several years to come and is thus unviable for the LATAM group as a whole as it negotiates the virus and the global economic downturn.


That ad contains a few stories in itself. With AR$216 today you could barely afford a demitasse of espresso as you waited to board LATAM's next flight out to COR or MDZ.

Funny, at first I thought they meant US Dollars and found the prices very high instead. I forgot Peso's are also often written as $ in many Latin countries.
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 8:33 am

LatinPlane wrote:
LATAM Argentina lost -$132 million USD in 2019 alone! This is a huge loss for an airline composed of only 15 aircraft, only compromising 13 A320 and 2 763 for its sole long-haul EZE-MIA route. To put this in perspective, another Latin carrier; Grupo AeroMexico, serving 4 continents with a fleet of 19 787s, 49 737s, and 56 Embraers lost a total of -$127 million USD in 2019! $5 million USD less than just the Argentine ops of LATAM. Even then, AeroMexico ended up turning an operating profit of +$91 million USD in 2019 due to compensation for the MAX grounding by Boeing. When you compare and put that into context, it is easy to see why the management team at LATAM found it hard to continue justifying an Argentine subsidiary that continues to bleed excessively and flown only for the prestige of flying the Argentine flag of the multinational South American Airline group.

Image


Just awesome to keep reading you LatinPlane!

Very accurate comment!

g77
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 5:41 pm

Another factor that weighs heavily against operations in Argentina is the cost of doing business in the country. Too many regulations, lower productivity and higher compensation than in the other regional markets that LATAM operates in.

Image

Image

Source: LATAM
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dcajet
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 8:04 pm

Radio interview with LATAM Argentina pilots' union (UPAL) secretary, Mr. Fernan Aras, showing a more rational approach to labor relations than its counterparts at Aerolineas Argentinas:

https://aviacionline.com/2020/06/fernan ... e-distinto
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bkmbr
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Re: LATAM shuts down LATAM Argentina

Thu Jun 18, 2020 8:54 pm

Well, let's look at the size of the damage so far at LATAM so far: the closure of the Argentine branch, the total dismissal of the ground crew in Paraguay, the suspension of contracts in Colombia, the dismissal of all the company's airport managers in Brazil and the attempt to return of the company's headquarters building in Brazil. The situation is not looking good for LATAM right now.
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 6:25 pm

bkmbr wrote:
Well, let's look at the size of the damage so far at LATAM so far: the closure of the Argentine branch, the total dismissal of the ground crew in Paraguay, the suspension of contracts in Colombia, the dismissal of all the company's airport managers in Brazil and the attempt to return of the company's headquarters building in Brazil. The situation is not looking good for LATAM right now.


Is there a source for the dismissal of the ground crew @ ASU? Are they just outsourcing it? Can't find anything.

Thanks!
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dcajet
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 6:30 pm

A review of LATAM Argentina's 15-year tumultuous history:

https://www.lanacion.com.ar/economia/ne ... nid2382547
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bkmbr
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 7:43 pm

dcajet wrote:
bkmbr wrote:
Well, let's look at the size of the damage so far at LATAM so far: the closure of the Argentine branch, the total dismissal of the ground crew in Paraguay, the suspension of contracts in Colombia, the dismissal of all the company's airport managers in Brazil and the attempt to return of the company's headquarters building in Brazil. The situation is not looking good for LATAM right now.


Is there a source for the dismissal of the ground crew @ ASU? Are they just outsourcing it? Can't find anything.

Thanks!


I unfortunately do not have links to the specific situation of Paraguay, but according to a news that are running on WhatsApp groups the source of this would be the unions in the country and claiming that LATAM Paraguay fired all its ground personnel and have hired a third party company to replace them. The same source states that the outsourced company offered the job to the newly dismissed but with lower wages. Officially it seems to me that there was no official position on the part of LATAM.
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 9:16 pm

LATAM's announcement of its departure from Argentina's domestic market has set off an internal war between the different factions of the current Peronist administration. On one hand, the moderates, led by Transportation Minister, Mr, Meoni are meeting and working with LATAM towards a possible reversal of the decision. On the other, the hard liners that want AR to be the only game in town, represented by most unions. Today the latter has asked the government to cancel LATAM's permits to operate in Argentina using the group's other airlines.

https://aviacionline.com/2020/06/apla-s ... s-de-latam
Keep calm and wash your hands.
 
Boston757
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 9:30 pm

Sorry to hear this, terrible. What does this exactly mean, will Delta have the route authority to, from EZE to MIA and whee ever they flew from EZE to the US?
 
bkmbr
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 9:48 pm

dcajet wrote:
LATAM's announcement of its departure from Argentina's domestic market has set off an internal war between the different factions of the current Peronist administration. On one hand, the moderates, led by Transportation Minister, Mr, Meoni are meeting and working with LATAM towards a possible reversal of the decision. On the other, the hard liners that want AR to be the only game in town, represented by most unions. Today the latter has asked the government to cancel LATAM's permits to operate in Argentina using the group's other airlines.

https://aviacionline.com/2020/06/apla-s ... s-de-latam


Is Argentina currently under the openskies agreement? This probably would be a violation of the agreement.
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 9:58 pm

Boston757 wrote:
Sorry to hear this, terrible. What does this exactly mean, will Delta have the route authority to, from EZE to MIA and whee ever they flew from EZE to the US?


Delta has no part in this drama. LATAM Argentina holds the rights to the EZE-MIA route, within the framework of the US-Argentina bilateral, which was revised last year. LATAM is talking about an indefinite suspension of services by LATAM Argentina, so as long the airline continues to exist legally, it could hold on to an unused route authority for a finite period of time. Should LATAM liquidate the airline, such authority would lapse and the frequency returned to the bilateral's unused frequencies pool.

Delta flies between Atlanta and Buenos Aires. They do not need LATAM's route authority to add another route to Argentina. As I said above, the new bilateral is extremely liberal and places no caps on the number of scheduled routes between the 2 countries. If they wanted to fly from MIA to EZE all they need to do is to request it and that would pretty much be it.
Keep calm and wash your hands.
 
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PA110
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 10:01 pm

This is really a shame from an operational perspective. 4M's operations were so much more reliable than that hot mess at AR. AR rewrites the book on levels of dysfunctionality.
Look, it's been swell, but the swelling's gone down.
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 10:02 pm

bkmbr wrote:
dcajet wrote:
LATAM's announcement of its departure from Argentina's domestic market has set off an internal war between the different factions of the current Peronist administration. On one hand, the moderates, led by Transportation Minister, Mr, Meoni are meeting and working with LATAM towards a possible reversal of the decision. On the other, the hard liners that want AR to be the only game in town, represented by most unions. Today the latter has asked the government to cancel LATAM's permits to operate in Argentina using the group's other airlines.

https://aviacionline.com/2020/06/apla-s ... s-de-latam


Is Argentina currently under the openskies agreement? This probably would be a violation of the agreement.


Of course it is. But this is political tug of war within the government in Argentina. All the union is doing is pressuring the government. What they re asking for is not possible and they know it.
Keep calm and wash your hands.
 
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PA110
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 10:02 pm

This is really a shame from a traveler's perspective. 4M was operationally far more reliable than that hot mess at AR. AR redefines dysfunction on an epic scale.
Look, it's been swell, but the swelling's gone down.
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 10:09 pm

PA110 wrote:
This is really a shame from an operational perspective. 4M's operations were so much more reliable than that hot mess at AR. AR rewrites the book on levels of dysfunctionality.


Actually that is not true any longer. AR has outperformed LATAM Argentina in operational reliability for the past couple of years. Check the ANAC monthly reports for the past 18-24 months. LATAM Argentina 2015-2020 was no longer what LAN Argentina used to be in 2008.

I agree with you that AR is dysfunctional as a business. But not operationally - that is the ONE side of the airline that has been running very well.
Keep calm and wash your hands.
 
Boston757
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Re: LATAM shuts down LATAM Argentina

Fri Jun 19, 2020 11:41 pm

Glad to see Ar is moving forward.
 
dcajet
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Re: LATAM shuts down LATAM Argentina

Tue Jun 23, 2020 10:48 pm

Two developments:

* In spite of last minute efforts by the government of Argentina, LATAM and the unions, the group has ratified that there is no turning back; LATAM Argentina is suspending all services

* Although it still needs to be officially announced, LATAM flights from interior cities in Argentina (COR, MDZ, ROS, SLA & TUC) to the GRU, LIM & SCL hubs appear to be suspended until 2021 at least. These are mostly operated by LATAM Brazil, Chile & Peru

https://www.sirchandler.com.ar/2020/06/ ... asta-2021/
Keep calm and wash your hands.
 
argentinevol98
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Re: LATAM shuts down LATAM Argentina

Wed Jun 24, 2020 4:44 am

I'm not sure what the elements of the government that have been trying to push LATAM to continue operating expect to achieve. The idea of forcing a business to keep operating despite there being no will to do so and it losing money is ridiculous. This is in the same vein as the government's previous attempts to keep LATAM and attitude that LATAM had no right to compete with AR (post-nationalization of course). LATAM was in its full rights to operate and compete with AR and it's in its full rights to cease competing and withdraw from the market. The concept of property rights held by the PJ is, let's say, different, however.

It is terribly sad for LATAM's employees no doubt and I really hope they can find employment elsewhere especially given the state of the economy/industry. LATAM, being in bankruptcy, however, simply isn't able to keep operating deeply unprofitable branches. If LATAM as a group doesn't make changes then the whole group is at risk and so are even more jobs spread out over countries like Chile, Peru, Brazil, etc. While naturally people in Argentina don't care much if jobs are lost in those other countries, at the end of the day if the LATAM group collapsed the Argentine jobs would still also be lost. Better if the LATAM group survives now and returns to Argentina at some other point in the decade rather than dying as a whole to never come back. My thoughts at least on the debate.
"He sospechado alguna vez que la única cosa sin misterio es la felicidad, porque se justifica por sí sola"-Jorge Luis Borges
 
bkmbr
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Re: LATAM shuts down LATAM Argentina

Fri Jun 26, 2020 10:44 pm

The Argentine newspaper Clarin published a story with the 68 reasons presented by LATAM to the Argentine government to explain the reasons for closing the company in the country. Some are surreal, but when it comes to Argentina, they are probably true.

The original article in Spanish
https://www.clarin.com/economia/economi ... xbv8U.html

Here's the article translated from Spanish on Google Translator

68 reasons why LATAM stops operating in Argentina

The systematic opposition of the aeronautical unions to apply improvements of all kinds to the operation of LATAM Argentina was not a matter of a day, a year, or even a specific presidential term. According to the presentation that the company made the week before the Ministry of Labor, in which it requested its crisis prevention procedure to cease its operations in the country, the six unions with which it interacted throughout these fifteen years rejected, one after another, almost 70 proposals that the company was making to them for their performance. Some are almost absurd, such as the refusal to modernize the Ezeiza counter area, despite the fact that the company undertook in the same work agreement not to reduce jobs. Or that there was an assembly that delayed dozens of flights, in 2017, just to the effect that the pilots debated how to improve their access to the Business cabin, on their vacation flights.

Last Wednesday, LATAM Argentina, whose business name is still the old Argentine LAN, submitted a request for a crisis prevention procedure, to end its activity as an operator of the local cabotage market and dismiss 1,715 employees. She accompanied the request she made before the Ministry of Labor with a 60-page letter, in which she described her activity and the context, both internal and international. But in addition to a varied transfer of invoices to the current government and to the previous one, as well as to its competitor Aerolineas Argentinas and even to the "low cost", the underlying issue of this extensive document is a detailed reproach to the aeronautical unions.

The stick to Airlines is brief and forceful. . "The effect on the industry that the main actor in the local market, Aerolineas Argentinas, has received between 2009 and 2019 more than 5.5 billion dollars in transfers from the National Treasury", to sustain its operations, should not be ignored. "No other airline in the country receives state subsidies of this nature," added LATAM.

The subsidiary also beats the government, both Macri and Fernández due to the crisis prior to Covid-19. Over the four years of the macrista administration, LATAM lost 301 million dollars, most of it in the last two years, as of the devaluation of May 2018. "Sales fell in dollars by 50%, as a result of the challenging macroeconomic context, with sustained and simultaneous processes of inflation and devaluation, as well as the product of the implementation of measures of great negative impact for the airline industry, such as the implementation of the PAIS tax (30% surcharge on the purchase of tickets and tourist packages) "

But most of the 60 pages of the presentation a week ago contains an exhaustive detail of the measures that the company wanted to apply to defend itself against that "challenging" external context, and could not, by the union opposition. None of these measures proposed a reduction in wages, or the elimination of sources of work, but rather a greater flexibility of tasks. Sometimes not even that. For example, they wanted to eliminate an accounting concept such as "rounding the return", which loses meaning when a company deposits salaries in savings banks. Or it was not possible to advance on more crucial questions, such as the times that must be computed to see if a flight's flight time expires or not.

"To date (the proposals), they only deserved categorical rejections, contributing to worsen the dramatic situation of LAN Argentina prior to the final blow that the pandemic implies today and that make business continuity impossible," the company told the Ministry of Labor. This is the list presented by the company, a list of 68 proposals written in almost always neutral language: only the improvement that was intended was described, without elaborating on the type of rejection that ended up having. An extensive compendium of failures.

Ground Personnel (APA)
1. Shifts: "LAN ARGENTINA proposed to eliminate the restriction on the limit of the number of personnel in the intermediate shift, since the restrictions and ceilings on the number of personnel working in said shift did not allow for the adequate distribution of personnel according to the demand for operation and flights. "

2. Hourly variation of the personnel: "It was proposed to schedule the start of shifts at all bases according to the need for operation, and to implement split shifts at the posts that require it, since the entry and exit shifts had a minimum variability that It did not allow to carry out a monthly role appropriate to the operational need. It was proposed to maintain the morning, intermediate, trade and night shifts, expanding the options of entry / exit times. "

3. Categories: "It was proposed to create a new" incoming "category that would be renamed APA 5. This proposal was based on the fact that there are different types of seniority and it was It is convenient that the incoming personnel remain in this category for 12 months continuously, being later promoted to the APA 4 category ".

4. Part Time Employees: "It was proposed to implement Part Time personnel in airports that, by type of demand, required it, as established in article 92 ter of the Labor Contract Law, since according to the operation of certain airports there was a need for there to be part-time staff to attend to the flights that operated there and that did not require full-time, or there were peaks in demand in a specific time slot of the day. That is, it was proposed that the workday will be adapted to the demand / peaks of the operation (days of 04:30 or 05:00 hours / max. 22 days) ".

5. Attention to Third-Party Flights: "It was proposed not to have a limitation on the number of flights that can be serviced, despite the fact that attention to third parties would continue to be paid, but including all operations arising from the attention of the flights of the companies related to LATAM Argentina such as LATAM Airlines Brasil or LATAM Airlines Group, per day or shift. "

6. Multifunction in the Airport: "It was requested that the traffic personnel could perform interchangeably in boarding / check-in as necessary by operation, since it was necessary to comply with the provisions of the Collective Labor Agreement and that the Traffic personnel could perform boarding or check-in within the same day.Passenger service tasks include check-in and boarding, so that people can perform both tasks is an unavoidable necessity for proper operation. common in all the airports of the country, except in Aeroparque where it was always resisted by the union entity. Likewise, it was necessary that the counters and boarding agents could carry out collections, as in other companies in the market and even in the whole world, to add value and adapt the current working modality to the new form of care and service offered by companies around the world, as the new business models necessary to stay in the market. "

7. Rest at the Aeropark: "Repeated requests were made to adhere to the 30-minute break times established in the CCT, since there was a bad habit of extending them to 60 minutes."

8. Cash Failure: "It was proposed to continue paying the additional Cash Failure and Integrated Cashier to the staff who collect cash, but to eliminate it in the case of electronic collections. The Cash judgment is an institute in different collective agreements whose purpose is avoid that the error in the collection and return delivery generates the "no cash closing" due to lack of money. For this, there is a cash failure that has the function of compensating these errors and avoiding the negative impact on the workers. collections electronically without handling cash can not give errors of lack of money in the box, so it made no sense to pay this additional ".

9. Electronic terminals: "It was proposed to implement projects that were already in practice in all the other countries in which the LATAM Group operates, related to the use of electronic terminals, empowered PEC (role of traffic personnel), retention and collection of baggage at check-in and gate, etc. The introduction of new technologies markedly improves the organization of tasks and the passenger experience.These processes generate a better quality in the use of time used to work, obtaining greater potential with the same effort carrying out more intellectual tasks, less automatic and that provide greater value ".

10. Hub Control Center (HCC): "A joint coordination, control and traffic table was proposed, incorporating technology ((Mobile application, VHF, iPad, etc.) for the execution of the tasks. These processes were necessary to favor the punctuality of the operations and the coordination between all the sectors and the HCC The incorporation of technological tools would have made it possible to monitor the different processes in the operation to ensure correct coordination and execution of each process and the punctuality milestones. it represented an increase in staffing, and yet it was rejected. "

11. Redefine Structure. "It was proposed to define and assign the following tasks to the personnel: a) Control: Given the current procedures, the role of punctuality in our operation, the specificity and specialization of the control personnel, it was necessary to reorganize the control tasks of our operation, centralizing them at the main bases. Therefore, it was necessary to centralize the control function of Aeroparque, Ezeiza, Córdoba and Mendoza Airports at the Aeroparque and / or Ezeiza bases. b) Supervisors for Lost Baggage and Sales: Whenever the equipment LOFO (Lost and Found or Lost Baggage) and the Sales team are concentrated and small teams in general, with no more than 4 or 5 agents per shift at peak operations, it was appropriate to unify the leadership of these sectors. It was therefore proposed to unify the supervisory function into a single worker who would lead both sectors. c) Ramp Coordination (EOP): Given the need to generate greater efficiency and polyfunction of the personnel for the posts in Córdoba and Mendoza, it was convenient for the EOP tasks to be carried out by passenger service personnel. For these posts, the tasks would be carried out by Passenger Service personnel, while for Aeroparque and Ezeiza a new procedure would be applied establishing the priority of attention for departure operations over arrivals, the latter not being covered. "

Hierarchical (UPSA)
12. Conference: "It was proposed to establish a 9-hour work day, similar to that of other airlines in the Argentine air trade market, since it was of crucial importance to align the service provision of airport employees to the reality of the entire market Argentine commercial airline, optimizing our teamwork ".

13. Aeroparque and Ezeiza Conference Control: "It was requested that personnel subject to an operational role record their entry and exit hours, in order to streamline administrative processes through the system, minimize settlement errors (for example, overtime) and provide equity. "

14. Shifts: "It was requested to schedule shifts to start at all bases according to the need for operation, and to implement split shifts at posts that required it. This was important given that the entry and exit shifts currently have a minimum variability that it does not allow for a monthly role appropriate to operational need. "The seasonal gap that applied and the number of people was marked. It would also have allowed to have a shift overlap line supplement that covered the extension of the person whose turn-crossing flight was to be performed. "

20. Specialties: "The application sought to make it possible for technicians to cover a greater number of types of work and to stop working in watertight tasks. In this way, while efficiencies had been gained, workers had improved the limits of their specificity when beginning to know and collaborate in tasks that would have allowed them to jointly incorporate greater technical knowledge and experience.To this end, it was proposed that the staff carry out the following tasks, in addition to those assigned by the management: - Technical: need to to carry out airplane maintenance tasks inherent to its license, which included Airplane / Engine / MERA / Cabin and Structure MERA: it would have had to fulfill the function of dispatching aircraft, and in its absence or in the event of simultaneous work, its tasks would have taken by the Technician. His future functions would have been transferred exclusively to the night shift to tackle more complex tasks. Team Leader: In cases of contingencies should have performed all the tasks on the aircraft that were within the scope of their license and ratings. In the event of his absence, the Technician who had replaced him would have continued to attend flights in 50% of their original schedule and the Shift Manager would have assumed 50% of the activity of the Team Leader in greater control. Inspector: in her absence or in case of simultaneous work, her function would have been promptly covered by the Team Leader / Shift Manager, in addition to their specific functions. "

21. Compensatory Francs. "It was proposed to change the modality from 1 franc every 3 days and to change to 1 franc every 10 days with a maximum of 7 days, whether for service or training. The purpose of the compensatory francs in Argentine law is to" correct "the Rest not taken due to the performance of duties on a free day. For this reason, we had to reduce the amount of compensatory francs generated before “Cobus” (service commissions), since the breaks were fulfilled and granted ".

22. Training Plan; "The dictation of training courses would have been according to the standard of the LATAM Group in terms of duration, form of delivery and language, for the existing courses and the following instructions that would have been generated. The training and training of the technicians was vital importance for LAN Argentina, and for this reason throughout the LATAM Group there were excellent training standards, where the technological tools allowed to redefine the way and the time in which the courses were given, therefore, it was considered appropriate to the following (non-exhaustive examples): Most relevant courses: - Recurring aircraft (up to two engines): 3 days instead of 2 weeks.

- Recurring run-up: 3 days instead of 5 days - Recurring Special Operations: e-learning instead of 5 days.

- Recurring Procedures (Maintenance Procedures Manual / Illicit Interference / Dangerous Goods: e-learning ".

23. Hangar crossing to the line and vice versa: "It was proposed that the work of the personnel in all their specialties (Technicians, Mera, Team Leader, Inspectors) be carried out as coordinated by the shift and line managers where it would have been considered more convenient (Hangar / Line.) In order to maintain an adequate operation, it should be organized according to the operational needs designated by the Line Shift Managers and Hangar. Also, Planning would have taken this variant into account in the planning of works according to available man-hours. In the case of the Materials Warehouse, it could have been required that they reach and / or remove materials and tools at the place of execution of the tasks. "

24. Shift Manager: "In case of absence of a Shift Manager (Hangar / Line) it was necessary to cover that absence in the first instance by another Shift Manager / Line Manager, and in second instance with the Team Leader. the rotation in the Hangar was given the presence of two Shift Chiefs or two Team Leaders for two days, so in the absence of any of them, replacements would have been generated just to maintain the presence of a Shift Chief and a Team Leader "

25. Shift Reinforcement: "It was proposed that the activation of the shift reinforcement could be carried out to adjust the manning and operational requirements. The shift reinforcement should have been activated for times shorter than one rotation, one rotation or two rotations, respecting the natural francs of its original rotation. In the case of times less than one rotation, the concept of Shift Reinforcement would have been paid for the complete rotation. "

Maintenance (UPSA)
26. Shift change

15. Third Party Service: "It was proposed not to have a limitation on the number of flights that can be attended and it was ratified that the attention to third parties would continue to be paid, but that they should include all operations that arise from JJ-LA, per day or turn".

16. Eliminate position, not employment: "It was proposed to withdraw the act dated February 15, 2013, which generated the position of manager at Ezeiza LAN Airlines. This occurred in a context of respect for the positions of those responsible who carry out these tasks and who would continue with their task and position. The purpose was to ensure better coverage of jobs and care. This did not imply the affectation in the sources of work of the people, but they will have new challenges and tasks. "

17. Hub Control Center: "This initiative took place in a context in which LAN Argentina needed to ensure the correct operation of the Hub Control Center (HCC or Operational Focus Control Center) in order to promote punctuality, coordination between tasks , as well as achieving a more predictable and sustainable operation. It was proposed to redefine the structure and role of the HCC, incorporating technology for the execution of its tasks, thus also favoring the teams' opportunity to specialize. "

Technicians (APTA and USTARA)
18. Dispatch with a Technician: "It was proposed to perform the dispatch of the aircraft with a single MMA / MERA Technician in all the bases and scales of LAN ARGENTINA. The improvement in productivity generated by this modality would have allowed them to be assigned and performed, according to operational conditions, in a combination of the following tasks / actions whose order did not imply importance or priorities: Greater availability to grant vacations and compensatory francs; increase in flight service simultaneities, which would have depended on operational need and staffing; works scheduled, preventive and corrective, AOG situations on airplanes that would have been online and also on those that for space or other reasons had not been on the commercial platform, and would have been found for example in remote positions, industrial platform or hangar; the vacancy coverage that would have been generated had their replacements evaluated as needed ional ".

19. Shift change 10 minutes before: "In order to cover the operation or flights within the time slot of the shift change, it was necessary for the change to take place at the job, generating an overlap of 10 minutes before and after the shift end This arose from the context, where the advance entry or extension of the previous shift of technical personnel would be requested in advance to cover the operation, the technicians must commit to provide the necessary collaboration for this purpose (overtime plus travel expenses Thus, for example, a shift of two lagged people would have been achieved in 30 minutes (05:30 a.m. to 1:30 p.m.) (1:30 p.m. to 9:30 p.m.) (9:30 p.m. to 5:30 a.m.) where the itinerary had: "The proposal was given for the purpose of being able to cover the operation or flights within the shift change time slot (10 minutes before and after the end of the shift). The presence of the Shift Chiefs and Inspectors was assured to In order to participate in the briefing instances due to shift changes at the beginning and end of their shift with the incoming / outgoing Chief / Inspector, the continuity of the operation in these instances was also ensured This (failed) request was inherent to the responsibility that emanates from the exercise of the functions of Chiefs and Inspector exercised by their representatives. "

27. Shift Manager: "In case of contingencies, the Shift Manager should have carried out all the tasks on the aircraft that were within the scope of his license and ratings. In his absence, or if he were replacing Team Leader, the Technician who did so The replacement would have had to continue servicing flights at 50% of their original schedule, and the Shift Leader would have taken the remaining 50% of Team Leader activity into greater control. A replacement of inspection tasks by Team Leader or Chief was also proposed. In the absence of the Inspector due to lack thereof, or due to simultaneous work, his function would have been promptly covered by the Team Leader or the Head of the Shift in addition to their specific functions. "

28. Training Plan: "It was proposed that the training be in accordance with the LATAM Group standard in terms of duration, manner of delivery and language, for the existing courses and the following instructions that would have been generated. The excellent training standards of the Grupo LATAM allowed current technological tools to redefine the form, language and time in which they are dictated, being able to find alternatives that maintain or even improve current standards, equipping technicians with international training tools - Example of more relevant Courses : - Recurring aircraft (up to two engines): 3 days instead of 2 weeks - Recurring run-up: 3 days instead of 5 days - Recurring Special operations: e-learning instead of 5 days - Recurring Procedures (MPM) / Unlawful Interference / MMPP: e-learning.

Operational Office (APTA and USTARA)
29. Provision: "The new AFM (Weight & Balance) and FPM (Flight Planning) systems, already in use since 2018, have the ability to reduce process intervals automatically and what was previously done manually today is can obtain in less time, which would have given the possibility of adding more intellectual value to the planning carried out by the workers.These processes, added to the implementation of sending the W&B (Weight and Balance) directly to the Pilot (via ACARS), have allowed to free up time which generates greater availability to carry out more dispatches It was proposed to carry out the operational dispatch according to the operational need defined by LAN ARGENTINA, with a minimum limit of flights per shift of 16 flights per dispatcher or those defined by LAN ARGENTINA. required by basis would have been defined by LAN ARGENTINA ".

30. 3X2 Day: "It was proposed to modify the rotation regime from 6x4 to 3x2. In other words, the technician would have had three days and then two days of rest. This new rotation plan would have maintained the number of working days and days However, a shorter rotation would have generated several advantages not only for dispatch personnel but also for LAN ARGENTINA, in fact, with respect to the dispatcher, this regime would have allowed him to reduce consecutive days of work, obtaining a better weekly rest , whereas for LAN ARGENTINA it would have resulted in operational advantages in the programming of the roles and working hours ".

31. Appointments: "It was proposed that the replacement of the headquarters by the technical personnel be designated by LAN ARGENTINA, and could continue with the operation even if the replacement was not carried out. The tasks carried out by the headquarters should have been absorbed by Who LAN ARGENTINA appointed without the need to generate replacements from the technicians. "

32. E-learning: "It was proposed to change the layout of the courses and training, which could be face-to-face or e-learning, as defined by LAN ARGENTINA depending on its duration, modality (face-to-face, learning, others) As well as, when carrying out the training, adapt the dispatcher's role to the administrative dictation of the course with its administrative francs, not generating compensatory francs.The same was proposed regarding the overlap of the accrual of travel expenses before training.It was essential to start programming and assigning of different courses in the e-learning modality that allowed quality training through a much more efficient methodology.

It was essential to carry out the courses with more efficiency in the distribution of days and duration. Given the nature of the compensatory francs (which have a “hygienic” purpose of correcting non-rest), it was redundant for a technician to generate compensatory francs for having carried out training in “days / administrative regime” (Monday through Friday and without complying homework on weekends), that is, enjoying your rest. The same was true of the overlapping of per diem for food, when the technician covered his food, snacks due to breaks, etc. within our training center. "

33. Compensatory Francs: "It was proposed to make a change from the current modality of 1 franc every 3 days, to a modality of 1 franc every 10 days with a maximum of 7 days, whether for service or training. Since the purpose of the compensatory francs is to "correct" the rest not taken in the event of the performance of duties on a free day, it was necessary to align correct the deviations that were verified by the generation of compensatory francs before "Cobus" (service commissions) during the which breaks were fulfilled and granted. "

34. Airport Supervisor. "It was proposed to leave it without effect, releasing the task of the Aeroparque supervisor to the operational needs and tasks designated by LAN Argentina, in order to align the task of the Aeroparque Supervisor to the procedures and needs of the area."

35. Changes. "It was proposed that changes made to flights already dispatched should not be computed as a flight for the purpose of calculating the number of flights dispatched per shift. Modifications of flights already dispatched could not be subject to a dispatch accounting, as they were part of the same office and of the inherent task of the dispatcher ".

36. Remote dispatch from Ezeiza for regional and international flights: "The application of this dispatch modality becomes possible with the efficiencies of the LATAM Group processes and practices in this modality. The dispatch population of Ezeiza had the capacity to to be a Dispatch Center, providing full control of the LATAM Group's operation in Argentina for regional and international flights, increasing its productivity and generating efficiencies for stopovers. "

Pilots (APLA)
37. Days Off: "It was proposed to schedule, if necessary, up to two days off-base. The current aeronautical regulations allow command crews to enjoy two (2) of the monthly off-base days off. in the 30-day months and up to three (3) in the months of more than 30 days.Our CCT does not contemplate this modality, which generates a great operational restriction, especially compared to other flight populations, to the holding's standards and our competitors. "

38. 30-day months: "It was proposed to schedule 10 days off in the 30- and 28-day months for the entire population. According to the CCT in force between the parties, only 60% of the command crew can be scheduled (for ranking) 10 days off in the months of 30 and 28 days. Likewise, the value of “one optional day” accrues in this case. For this reason, the company requires in the months of 30 and 28 days to grant 10 days off to command crews. "

39. Consecutive days off: "It was proposed to align the number of consecutive days off to the regulations, that is, 3 consecutive days for crews flying domestic and neighboring countries, and 4 consecutive days those flying non-bordering countries. Those crews of flights that performed services within Argentina and neighboring countries would have had monthly rest days within, at least once a month, 3 of them consecutively. When crews performed international flights, this minimum would have increased to 4 consecutive days. "

40. Rest Time: "It was proposed to eliminate the restriction on the start of activities after 7 AM after vacations, consecutive and opposite. It was also proposed to begin to count the rest according to Regulation 671 (end of Flight Service Time + 45 minutes). This due to the need to align ourselves with the regulations, being able to program that the start after the consecutive days, vacations or opposites, had no restriction so that it would take place after 07:00 AM Due to the type of operation and itinerary, LAN Argentina had a very low number of flights and activations between 00 AM and 04 AM, so the impact would have been low Similarly, the regulations indicate that the rest time begins per calendar day after the end of the Flight Service Time plus 45 minutes. For this reason, there was no justification to add to this break a new special break for the last activity, since the scheduled break began at the end lize Time and e Flight Service plus 45 minutes ".

41. Weekly hours of rest: "It was proposed to carry out the scheduling of the breaks with the times of Regulation 671, having 36 hours of weekly rest. The objective was to align our reality to the aeronautical regulation where in the period of 7 consecutive days There is a minimum rest of 36 hours. This does not mean that it had necessarily always been programmed in such a way, but it was important that such flexibility existed as a tool that under certain circumstances could be used. "

42. Guard and Half Guard: "It was proposed to increase the then current guards to two additional 24-hour monthly guards. The guards collaborate to have a more predictable, robust and sustainable operation. For this reason the then current level of guards in a market like the Argentinean could not reach the levels necessary to maintain high standards of operation. For this reason, it was necessary to increase by 2 guards more than 24 hours a month. These two guards would have been added to the current guards: two (2) half guards (0 , 5 x 2) and one (1) full guard. "

43. Full Paring Guard and remaining time: "It was proposed to eliminate the restriction of Art. 5.14, being able in a guard activation to complete all the paring that is replaced. Also, in case the break enters the rest period, be able to use the time Remaining on duty once the rest has been completed. In the activation of a Command crew member on duty, it was intended to solve a contingency, or a particular situation that did not allow the originally assigned crew member to carry out their flight activity. , it was necessary that when a guard was activated it (whether it was AM or PM or complete) would replace the crew member it replaced in all the paring and / or activity. Likewise, in the event that the previous activity ended after what was scheduled, it was required to be able to use the remaining guard time not consumed by the rest generated by the previous delay ".

44. Compulsory Activation of 2 Commanders: "It was proposed to allow two captains to activate for the same flight when activated by guards that require it. Once the necessary training and qualification" Right Hand Seat "has been completed, all command crew members who wear the category of Commander would be enabled to be programmed or activated on duty, being able to fulfill his task of pilot both on the right and on the left side of the cockpit. In this circumstance, the role of Commander would be fulfilled by the one with the highest rank. common practice in the wide-body fleet, which could easily be moved to narrow-body (exceptionally). "

45. Simulator: "It was proposed to schedule simulator activity at least 3 days after the end of vacations / opposites. Currently, the conventional norm prevents assigning simulator activity less than 10 days after the return from vacations / opposite days. This generated a contradiction since it would be possible to carry out flight activity (with the responsibilities and implications that it entails) but it did not allow to carry out a simulator activity in which the Command Crewman has greater containment as a training activity. "

46. ​​Elimination of simulator minutes: "It was proposed to program the simulator activity according to rest periods of Regulation 671. Generating new service times according to the place where the simulator is carried out resulted in an excess of restriction that was not finally it translated into improvements for the command crew, even implying staying longer at the post when it could be done more efficiently. "

47. Reprogramming: "It was proposed to have at least one mandatory monthly reprogramming (they were all voluntary). The concept of Reprogramming remained unchanged, that is, the modification in more than 2 hours of its last ETA (Estimated Time of Arrival or Estimated Time). Arrival), or in less than two hours from your first ETD (Estimated Time of Departure or Estimated Time of Departure) would be maintained as a criterion to consider whether or not reprogramming had been carried out, allowing you to achieve a more robust and predictable operation. "

48. Instruction: "It was proposed to carry out the web ITP course in weekend and / or post periods. The web ITP that had been assigned to the crew member would have allowed an efficient allocation of training times and methodologies. Currently it was only scheduled From Monday to Friday, even though the possibility of carrying it out for the crew member of the Command was "open" throughout the month. Programming it during a weekend guaranteed not to have activity in that period, since it would be affected by the ITP, which it was an assigned activity. Scheduling it over a weekend resulted in a better distribution of s activities and even not having other activities during that weekend. It was also contemplated to carry out the assignment during the posts (respecting the rest times of the previous activity and those necessary to start the next activity).

49. Instructors: "It was proposed that the number of replacements per year and process be defined by LAN Argentina depending on the operational requirements (ensuring that no instructor remained in this role for more than 7 consecutive years). Once the requirements to fill the Instructor position, they should carry out a process in which the interview with the Operations Directorate will define the assignment or not.The number of renewals per year, as well as their permanence in the function according to their performance, should be defined by LAN Argentina according to the needs of the operation. "

50. Programming of Captains: "It was proposed to allow that, in view of special needs that require it, two captains could be scheduled in certain months for the same flight. Once the necessary training and qualification" Right Hand Seat "had been completed, all crew members who If he had the rank of Commander, he would be enabled to be programmed or activated on duty, being able to fulfill his task of pilot both on the right and on the left side of the cockpit.In this circumstance, the role of Commander would be fulfilled by the one with the highest rank. it is a common practice in the widebody fleet, which could perfectly be moved to a narrowbody (exceptionally). "

51. Vacations: "It was proposed to publish and schedule vacations every six months (instead of once a year). In order to have deadlines that would allow considering imponderables that may arise during the year, it was essential to be able to assign vacations in periods of 6 months. This would have allowed the crew on command to plan with more certainty their vacations, personal commitments, etc ".

52. Raise Recognized Inspectors Mandate: "APLA was required to desist from the measure of force that it historically maintained with respect to carrying out Inspection tasks with Recognized Inspectors (LAN ARGENTINA pilots). Our instructors are empowered to carry out inspection tasks as "Recognized Inspectors", which allows to carry out with certainty and predictability the category ratings for the pilot population, guaranteeing us a better availability of resources and time.This also implied enriching the activity of the instructors, performing new functions such as they perform in different parts of the world. "

53. Start day off. "It was proposed to start the day off (rest) at 00:00 am, which would start at the end of the Flight Service Time plus 45 minutes. The Regulations established by Decree 671/94 (modified in 2000 in article 21) indicates that the break begins at the end of the Flight Service Time plus 45 minutes. For this reason, breaks should be taken considering those times. "

54. Passenger: "It was proposed that in case of delays or cancellations, a crew could be transferred to return the aircraft to base operating immediately after the transfer. In extraordinary circumstances, due to technical or meteorological reasons, when an aircraft is out of base and it is necessary to return to it, and the originally assigned crew has expired, the regulations allow that “at the convenience of the operator”, it is possible to “transfer a crew for the purposes of making the aforementioned flight immediately after the transfer.” This transfer The only condition is that it be considered as Flight Service Time, and that the transfer time does not exceed three hours thirty minutes. " .

55. Maximum Connection Time: "It was proposed to program according to Regulation 671 that allows a 3-hour separation wait between the end of the preceding Flight Service Time and the start of the next Flight Service Time, within the same Service Time period Article 44 of Decree 671/94 (modified in 2000) indicates that when a crew complies in the period of 24 consecutive hours with more than one flight service, the time that elapses between the end of the Service Time Previous Flight Service (ETA + 30 minutes) and the one set for the initiation of the Immediate Flight Service Time (ETD –60 ') should not be more than THREE (3) hours.This regulation allows that between ETA and ETD there is a Separation adding the “time that mediates” between the end times of a Flight Service Time and the start of the subsequent Flight Service Time, a total time of 4 hours 30 minutes.These times would be of common programming, if not a tool s that in certain and specific situations they allow to achieve a better operation. In this sent It is worth mentioning that the proposal for discussion of these topics is accepted by 70% of LAN Argentina pilots, but rejected by the Association of Airline Pilots, which currently maintains the membership of only 30% of LAN Argentina pilots ".

Airmen (AAA and ATCPEA)
56. Reprogramming: "It was proposed to increase the compulsory reprogramming to three (there was only one mandatory) and that the modifications resulting from the activation of guards should not be considered reprogramming. The concept of Reprogramming remained unchanged, that is, the modification in more than 2 hours from his last ETA, or in less than two hours from his first ETD, was maintained as a criterion to determine whether or not there was reprogramming, so that it would not have caused an effect on the quality of life, but it would have allowed himself to reach a more robust and predictable operation. "

57. Times: "It was proposed to apply the maximum service times granted by Decree 671/94, and consequently to nullify points 7.3 (7.3 -7.3.1), 7.10 (7.10.1, 7.10.7) and Annex VII A of the CCT LAN ARGENTINA programmed with these restrictions on Flight Service Times and Service Times (restrictions not present in other companies operating in Argentina) that implied programming in an inefficient way that would not even allow flights to destinations to more than 12 hours of flight This would have improved domestic and regional pairings (combinations of aircraft itineraries), generating more and better flight hours, for which reason it was essential to apply Argentine legislation regarding Service Times and of Flight Service whose objective is the adequate rest for the safety and quality of life of the cabin crew ".

58. Fifth Crewman BUE - SCL: "It was proposed to eliminate the additional crewman on the Buenos Aires - Santiago de Chile - Buenos Aires route. The figure of the fifth crewman for this route emerged when the sale of" duty free "began in 2009 "Or" free shop "on board (duty free sale) on regional flights, and had the sole purpose and reason of being the sale of duty free. This fifth additional crew member found its foundation in the way the service was provided, being the cost of this additional crew member absorbed by the company to which LAN Argentina had concessioned the organization of the duty free sales business. Several years ago, duty free sales on board LAN Argentina's aircraft had been abandoned on that route, and It was no longer a task carried out by anyone on board our aircraft, having even changed the way of providing the service, so there was no justification for increasing the number of crew on these flights to five crew. This situation put us at a disadvantage even compared to flights from our own headquarters on the same route, since the same flight performed by LAN Argentina presented higher costs than that performed by any other operator on the same route. "

59. Rest: "It was proposed to program and operate according to the rest times regulated by Decree 671. The LAN Argentina Crewmember received an additional for this option (unscheduled Activity) and under the proposal would have continued to collect it. In order to ensure correct resource planning, LAN Argentina required that all crewmembers take advantage of the unscheduled Activity (more than 91% of the Crewmen flew with this modality, but not all) ".

60. Consecutive Days Off: "It was proposed to align the number of consecutive days off to the regulations. That is: 3 consecutive days for crews flying domestic and bordering countries, and 4 consecutive days for those flying to non-bordering countries. Those Flight crews performing services within Argentina and neighboring countries would have monthly rest days within, and at least once a month, 3 of them consecutively. When crews performed international flights this minimum would have increased to 4 consecutive days " .

61. Crew: "It was proposed regarding the necessary Crew by type of aircraft, that the configuration be aligned to the standards of the holding company (eg: domestic and / or regional flights with B767 with a Cabin Chief and 6 Crewmembers). it required reviewing the configuration of the crew members necessary to carry out the flight, especially in wide-body aircraft. The regulations indicated the amount necessary per aircraft based on the number of seats and the holding standard. "

62. Catering: "It was proposed to redefine the boarding board for crew feeding according to consumption schedule and flight time. The boarding and consumption of food on board should ensure the correct feeding of the crews. LAN Argentina had a scheme that did not end with meet real needs of the crews and that is why we worked on different alternatives. An attempt was made to move towards a scheme that best suits the needs according to the time slot in the flight time. This would have allowed us to optimize the quality, reduce the food not consumed and provide better options for the Crewmembers. "

63. Ground transfer: "It was proposed to Start the Free Day considering Flight Service Time plus 45 minutes according to Decree 671/94. The correct interpretation of articles 21 and 27 of Decree 671/94 implies that the calendar day of rest begins at from the 00 hour, considering as transfer time 45 minutes, after the end of the Flight Service Time ".

64. "Passage": "It was proposed that in case of delays or cancellations, a crew could be transferred to return the aircraft to base operating immediately after the transfer. In extraordinary circumstances, due to technical or meteorological reasons, when an aircraft is off base and it is necessary to return to it, and the originally assigned crew has expired, the regulations allow that "at the convenience of the operator", he may "transfer a crew for the purposes of making the aforementioned flight immediately after the transfer." The only condition is that it is considered Flight Service Time, and that the transfer time does not exceed three hours thirty minutes. "

65. Sale of food on board: "It was proposed to start selling food on board on LAN Argentina flights. One of the most important service projects on board at the group level in recent times was the sale on board. This project It would have allowed us to align ourselves and maintain a single value proposition for the passenger on all the flights of the group. LAN Argentina worked closely with union representatives to improve procedures and facilitate the task of the crew member. LAN Argentina for cabin crew by sales was aligned with those used at the national level by other companies, at the holding level and even compared to various experiences at the global level. On-board sales are currently a reality throughout the world, but could not be implemented in LAN Argentina ".

66. Airport waiting time: "It was proposed to schedule according to Decree 671 that allows a 3-hour separation wait between the end of the previous Flight Service Time and the start of the next Flight Service Time within the same period of Service Time Article 44 of the aforementioned Decree 671/94 indicates that when a crew fulfills more than one flight service in the period of 24 consecutive hours, the time that elapses between the end of the preceding Flight Service Time (ETA +30 ') and the one set for the initiation of the Immediate Flight Service Time (ETD -60') should not be more than THREE (3) hours.This regulation allows that between ETA and ETD there is a separation adding the “time that average "between the end times of the Flight Service Time and the start of the subsequent Flight Service Time, a total time of 4 hours 30 minutes. These times would not be common programming, but they are tools that determine Two and specific situations would have allowed us to achieve a better operation ".

67. Guards: "It was proposed that the Passenger and Chief Cabin Crewman be activated on guard duty or even programmed according to their authorization, either to operate B767 or A320. The fundamental role of the Cabin Crewman is security, and LAN Argentina worked to provide the necessary training so that the passenger service tasks can also be fulfilled. For this reason, when faced with operational needs, such as a special situation that requires the activation of a guard or specific programming, it was necessary for a crew member / Chief authorized in Boeing 767 was activated to fly Airbus 320 according to his authorization ".

68. 20% Service Time Extension: "It was proposed to guarantee the application of an exception to the 20% Service Time extension. LAN Argentina should guarantee the full validity of the regulations in force with respect to article 33 of Decree 671/94 (update 2000 ) on exceptional situations that at the discretion of the aircraft commander require increasing maximum times. This would have allowed for a more predictable operation and in conjunction with command crews. "
 
dcajet
Topic Author
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Re: LATAM shuts down LATAM Argentina

Sat Jun 27, 2020 6:57 pm

bkmbr wrote:
The Argentine newspaper Clarin published a story with the 68 reasons presented by LATAM to the Argentine government to explain the reasons for closing the company in the country. Some are surreal, but when it comes to Argentina, they are probably true.

The original article in Spanish
https://www.clarin.com/economia/economi ... xbv8U.html

Here's the article translated from Spanish on Google Translator

68 reasons why LATAM stops operating in Argentina

The systematic opposition of the aeronautical unions to apply improvements of all kinds to the operation of LATAM Argentina was not a matter of a day, a year, or even a specific presidential term. According to the presentation that the company made the week before the Ministry of Labor, in which it requested its crisis prevention procedure to cease its operations in the country, the six unions with which it interacted throughout these fifteen years rejected, one after another, almost 70 proposals that the company was making to them for their performance. Some are almost absurd, such as the refusal to modernize the Ezeiza counter area, despite the fact that the company undertook in the same work agreement not to reduce jobs. Or that there was an assembly that delayed dozens of flights, in 2017, just to the effect that the pilots debated how to improve their access to the Business cabin, on their vacation flights.

Last Wednesday, LATAM Argentina, whose business name is still the old Argentine LAN, submitted a request for a crisis prevention procedure, to end its activity as an operator of the local cabotage market and dismiss 1,715 employees. She accompanied the request she made before the Ministry of Labor with a 60-page letter, in which she described her activity and the context, both internal and international. But in addition to a varied transfer of invoices to the current government and to the previous one, as well as to its competitor Aerolineas Argentinas and even to the "low cost", the underlying issue of this extensive document is a detailed reproach to the aeronautical unions.

The stick to Airlines is brief and forceful. . "The effect on the industry that the main actor in the local market, Aerolineas Argentinas, has received between 2009 and 2019 more than 5.5 billion dollars in transfers from the National Treasury", to sustain its operations, should not be ignored. "No other airline in the country receives state subsidies of this nature," added LATAM.

The subsidiary also beats the government, both Macri and Fernández due to the crisis prior to Covid-19. Over the four years of the macrista administration, LATAM lost 301 million dollars, most of it in the last two years, as of the devaluation of May 2018. "Sales fell in dollars by 50%, as a result of the challenging macroeconomic context, with sustained and simultaneous processes of inflation and devaluation, as well as the product of the implementation of measures of great negative impact for the airline industry, such as the implementation of the PAIS tax (30% surcharge on the purchase of tickets and tourist packages) "

But most of the 60 pages of the presentation a week ago contains an exhaustive detail of the measures that the company wanted to apply to defend itself against that "challenging" external context, and could not, by the union opposition. None of these measures proposed a reduction in wages, or the elimination of sources of work, but rather a greater flexibility of tasks. Sometimes not even that. For example, they wanted to eliminate an accounting concept such as "rounding the return", which loses meaning when a company deposits salaries in savings banks. Or it was not possible to advance on more crucial questions, such as the times that must be computed to see if a flight's flight time expires or not.

"To date (the proposals), they only deserved categorical rejections, contributing to worsen the dramatic situation of LAN Argentina prior to the final blow that the pandemic implies today and that make business continuity impossible," the company told the Ministry of Labor. This is the list presented by the company, a list of 68 proposals written in almost always neutral language: only the improvement that was intended was described, without elaborating on the type of rejection that ended up having. An extensive compendium of failures.

Ground Personnel (APA)
1. Shifts: "LAN ARGENTINA proposed to eliminate the restriction on the limit of the number of personnel in the intermediate shift, since the restrictions and ceilings on the number of personnel working in said shift did not allow for the adequate distribution of personnel according to the demand for operation and flights. "

2. Hourly variation of the personnel: "It was proposed to schedule the start of shifts at all bases according to the need for operation, and to implement split shifts at the posts that require it, since the entry and exit shifts had a minimum variability that It did not allow to carry out a monthly role appropriate to the operational need. It was proposed to maintain the morning, intermediate, trade and night shifts, expanding the options of entry / exit times. "

3. Categories: "It was proposed to create a new" incoming "category that would be renamed APA 5. This proposal was based on the fact that there are different types of seniority and it was It is convenient that the incoming personnel remain in this category for 12 months continuously, being later promoted to the APA 4 category ".

4. Part Time Employees: "It was proposed to implement Part Time personnel in airports that, by type of demand, required it, as established in article 92 ter of the Labor Contract Law, since according to the operation of certain airports there was a need for there to be part-time staff to attend to the flights that operated there and that did not require full-time, or there were peaks in demand in a specific time slot of the day. That is, it was proposed that the workday will be adapted to the demand / peaks of the operation (days of 04:30 or 05:00 hours / max. 22 days) ".

5. Attention to Third-Party Flights: "It was proposed not to have a limitation on the number of flights that can be serviced, despite the fact that attention to third parties would continue to be paid, but including all operations arising from the attention of the flights of the companies related to LATAM Argentina such as LATAM Airlines Brasil or LATAM Airlines Group, per day or shift. "

6. Multifunction in the Airport: "It was requested that the traffic personnel could perform interchangeably in boarding / check-in as necessary by operation, since it was necessary to comply with the provisions of the Collective Labor Agreement and that the Traffic personnel could perform boarding or check-in within the same day.Passenger service tasks include check-in and boarding, so that people can perform both tasks is an unavoidable necessity for proper operation. common in all the airports of the country, except in Aeroparque where it was always resisted by the union entity. Likewise, it was necessary that the counters and boarding agents could carry out collections, as in other companies in the market and even in the whole world, to add value and adapt the current working modality to the new form of care and service offered by companies around the world, as the new business models necessary to stay in the market. "

7. Rest at the Aeropark: "Repeated requests were made to adhere to the 30-minute break times established in the CCT, since there was a bad habit of extending them to 60 minutes."

8. Cash Failure: "It was proposed to continue paying the additional Cash Failure and Integrated Cashier to the staff who collect cash, but to eliminate it in the case of electronic collections. The Cash judgment is an institute in different collective agreements whose purpose is avoid that the error in the collection and return delivery generates the "no cash closing" due to lack of money. For this, there is a cash failure that has the function of compensating these errors and avoiding the negative impact on the workers. collections electronically without handling cash can not give errors of lack of money in the box, so it made no sense to pay this additional ".

9. Electronic terminals: "It was proposed to implement projects that were already in practice in all the other countries in which the LATAM Group operates, related to the use of electronic terminals, empowered PEC (role of traffic personnel), retention and collection of baggage at check-in and gate, etc. The introduction of new technologies markedly improves the organization of tasks and the passenger experience.These processes generate a better quality in the use of time used to work, obtaining greater potential with the same effort carrying out more intellectual tasks, less automatic and that provide greater value ".

10. Hub Control Center (HCC): "A joint coordination, control and traffic table was proposed, incorporating technology ((Mobile application, VHF, iPad, etc.) for the execution of the tasks. These processes were necessary to favor the punctuality of the operations and the coordination between all the sectors and the HCC The incorporation of technological tools would have made it possible to monitor the different processes in the operation to ensure correct coordination and execution of each process and the punctuality milestones. it represented an increase in staffing, and yet it was rejected. "

11. Redefine Structure. "It was proposed to define and assign the following tasks to the personnel: a) Control: Given the current procedures, the role of punctuality in our operation, the specificity and specialization of the control personnel, it was necessary to reorganize the control tasks of our operation, centralizing them at the main bases. Therefore, it was necessary to centralize the control function of Aeroparque, Ezeiza, Córdoba and Mendoza Airports at the Aeroparque and / or Ezeiza bases. b) Supervisors for Lost Baggage and Sales: Whenever the equipment LOFO (Lost and Found or Lost Baggage) and the Sales team are concentrated and small teams in general, with no more than 4 or 5 agents per shift at peak operations, it was appropriate to unify the leadership of these sectors. It was therefore proposed to unify the supervisory function into a single worker who would lead both sectors. c) Ramp Coordination (EOP): Given the need to generate greater efficiency and polyfunction of the personnel for the posts in Córdoba and Mendoza, it was convenient for the EOP tasks to be carried out by passenger service personnel. For these posts, the tasks would be carried out by Passenger Service personnel, while for Aeroparque and Ezeiza a new procedure would be applied establishing the priority of attention for departure operations over arrivals, the latter not being covered. "

Hierarchical (UPSA)
12. Conference: "It was proposed to establish a 9-hour work day, similar to that of other airlines in the Argentine air trade market, since it was of crucial importance to align the service provision of airport employees to the reality of the entire market Argentine commercial airline, optimizing our teamwork ".

13. Aeroparque and Ezeiza Conference Control: "It was requested that personnel subject to an operational role record their entry and exit hours, in order to streamline administrative processes through the system, minimize settlement errors (for example, overtime) and provide equity. "

14. Shifts: "It was requested to schedule shifts to start at all bases according to the need for operation, and to implement split shifts at posts that required it. This was important given that the entry and exit shifts currently have a minimum variability that it does not allow for a monthly role appropriate to operational need. "The seasonal gap that applied and the number of people was marked. It would also have allowed to have a shift overlap line supplement that covered the extension of the person whose turn-crossing flight was to be performed. "

20. Specialties: "The application sought to make it possible for technicians to cover a greater number of types of work and to stop working in watertight tasks. In this way, while efficiencies had been gained, workers had improved the limits of their specificity when beginning to know and collaborate in tasks that would have allowed them to jointly incorporate greater technical knowledge and experience.To this end, it was proposed that the staff carry out the following tasks, in addition to those assigned by the management: - Technical: need to to carry out airplane maintenance tasks inherent to its license, which included Airplane / Engine / MERA / Cabin and Structure MERA: it would have had to fulfill the function of dispatching aircraft, and in its absence or in the event of simultaneous work, its tasks would have taken by the Technician. His future functions would have been transferred exclusively to the night shift to tackle more complex tasks. Team Leader: In cases of contingencies should have performed all the tasks on the aircraft that were within the scope of their license and ratings. In the event of his absence, the Technician who had replaced him would have continued to attend flights in 50% of their original schedule and the Shift Manager would have assumed 50% of the activity of the Team Leader in greater control. Inspector: in her absence or in case of simultaneous work, her function would have been promptly covered by the Team Leader / Shift Manager, in addition to their specific functions. "

21. Compensatory Francs. "It was proposed to change the modality from 1 franc every 3 days and to change to 1 franc every 10 days with a maximum of 7 days, whether for service or training. The purpose of the compensatory francs in Argentine law is to" correct "the Rest not taken due to the performance of duties on a free day. For this reason, we had to reduce the amount of compensatory francs generated before “Cobus” (service commissions), since the breaks were fulfilled and granted ".

22. Training Plan; "The dictation of training courses would have been according to the standard of the LATAM Group in terms of duration, form of delivery and language, for the existing courses and the following instructions that would have been generated. The training and training of the technicians was vital importance for LAN Argentina, and for this reason throughout the LATAM Group there were excellent training standards, where the technological tools allowed to redefine the way and the time in which the courses were given, therefore, it was considered appropriate to the following (non-exhaustive examples): Most relevant courses: - Recurring aircraft (up to two engines): 3 days instead of 2 weeks.

- Recurring run-up: 3 days instead of 5 days - Recurring Special Operations: e-learning instead of 5 days.

- Recurring Procedures (Maintenance Procedures Manual / Illicit Interference / Dangerous Goods: e-learning ".

23. Hangar crossing to the line and vice versa: "It was proposed that the work of the personnel in all their specialties (Technicians, Mera, Team Leader, Inspectors) be carried out as coordinated by the shift and line managers where it would have been considered more convenient (Hangar / Line.) In order to maintain an adequate operation, it should be organized according to the operational needs designated by the Line Shift Managers and Hangar. Also, Planning would have taken this variant into account in the planning of works according to available man-hours. In the case of the Materials Warehouse, it could have been required that they reach and / or remove materials and tools at the place of execution of the tasks. "

24. Shift Manager: "In case of absence of a Shift Manager (Hangar / Line) it was necessary to cover that absence in the first instance by another Shift Manager / Line Manager, and in second instance with the Team Leader. the rotation in the Hangar was given the presence of two Shift Chiefs or two Team Leaders for two days, so in the absence of any of them, replacements would have been generated just to maintain the presence of a Shift Chief and a Team Leader "

25. Shift Reinforcement: "It was proposed that the activation of the shift reinforcement could be carried out to adjust the manning and operational requirements. The shift reinforcement should have been activated for times shorter than one rotation, one rotation or two rotations, respecting the natural francs of its original rotation. In the case of times less than one rotation, the concept of Shift Reinforcement would have been paid for the complete rotation. "

Maintenance (UPSA)
26. Shift change

15. Third Party Service: "It was proposed not to have a limitation on the number of flights that can be attended and it was ratified that the attention to third parties would continue to be paid, but that they should include all operations that arise from JJ-LA, per day or turn".

16. Eliminate position, not employment: "It was proposed to withdraw the act dated February 15, 2013, which generated the position of manager at Ezeiza LAN Airlines. This occurred in a context of respect for the positions of those responsible who carry out these tasks and who would continue with their task and position. The purpose was to ensure better coverage of jobs and care. This did not imply the affectation in the sources of work of the people, but they will have new challenges and tasks. "

17. Hub Control Center: "This initiative took place in a context in which LAN Argentina needed to ensure the correct operation of the Hub Control Center (HCC or Operational Focus Control Center) in order to promote punctuality, coordination between tasks , as well as achieving a more predictable and sustainable operation. It was proposed to redefine the structure and role of the HCC, incorporating technology for the execution of its tasks, thus also favoring the teams' opportunity to specialize. "

Technicians (APTA and USTARA)
18. Dispatch with a Technician: "It was proposed to perform the dispatch of the aircraft with a single MMA / MERA Technician in all the bases and scales of LAN ARGENTINA. The improvement in productivity generated by this modality would have allowed them to be assigned and performed, according to operational conditions, in a combination of the following tasks / actions whose order did not imply importance or priorities: Greater availability to grant vacations and compensatory francs; increase in flight service simultaneities, which would have depended on operational need and staffing; works scheduled, preventive and corrective, AOG situations on airplanes that would have been online and also on those that for space or other reasons had not been on the commercial platform, and would have been found for example in remote positions, industrial platform or hangar; the vacancy coverage that would have been generated had their replacements evaluated as needed ional ".

19. Shift change 10 minutes before: "In order to cover the operation or flights within the time slot of the shift change, it was necessary for the change to take place at the job, generating an overlap of 10 minutes before and after the shift end This arose from the context, where the advance entry or extension of the previous shift of technical personnel would be requested in advance to cover the operation, the technicians must commit to provide the necessary collaboration for this purpose (overtime plus travel expenses Thus, for example, a shift of two lagged people would have been achieved in 30 minutes (05:30 a.m. to 1:30 p.m.) (1:30 p.m. to 9:30 p.m.) (9:30 p.m. to 5:30 a.m.) where the itinerary had: "The proposal was given for the purpose of being able to cover the operation or flights within the shift change time slot (10 minutes before and after the end of the shift). The presence of the Shift Chiefs and Inspectors was assured to In order to participate in the briefing instances due to shift changes at the beginning and end of their shift with the incoming / outgoing Chief / Inspector, the continuity of the operation in these instances was also ensured This (failed) request was inherent to the responsibility that emanates from the exercise of the functions of Chiefs and Inspector exercised by their representatives. "

27. Shift Manager: "In case of contingencies, the Shift Manager should have carried out all the tasks on the aircraft that were within the scope of his license and ratings. In his absence, or if he were replacing Team Leader, the Technician who did so The replacement would have had to continue servicing flights at 50% of their original schedule, and the Shift Leader would have taken the remaining 50% of Team Leader activity into greater control. A replacement of inspection tasks by Team Leader or Chief was also proposed. In the absence of the Inspector due to lack thereof, or due to simultaneous work, his function would have been promptly covered by the Team Leader or the Head of the Shift in addition to their specific functions. "

28. Training Plan: "It was proposed that the training be in accordance with the LATAM Group standard in terms of duration, manner of delivery and language, for the existing courses and the following instructions that would have been generated. The excellent training standards of the Grupo LATAM allowed current technological tools to redefine the form, language and time in which they are dictated, being able to find alternatives that maintain or even improve current standards, equipping technicians with international training tools - Example of more relevant Courses : - Recurring aircraft (up to two engines): 3 days instead of 2 weeks - Recurring run-up: 3 days instead of 5 days - Recurring Special operations: e-learning instead of 5 days - Recurring Procedures (MPM) / Unlawful Interference / MMPP: e-learning.

Operational Office (APTA and USTARA)
29. Provision: "The new AFM (Weight & Balance) and FPM (Flight Planning) systems, already in use since 2018, have the ability to reduce process intervals automatically and what was previously done manually today is can obtain in less time, which would have given the possibility of adding more intellectual value to the planning carried out by the workers.These processes, added to the implementation of sending the W&B (Weight and Balance) directly to the Pilot (via ACARS), have allowed to free up time which generates greater availability to carry out more dispatches It was proposed to carry out the operational dispatch according to the operational need defined by LAN ARGENTINA, with a minimum limit of flights per shift of 16 flights per dispatcher or those defined by LAN ARGENTINA. required by basis would have been defined by LAN ARGENTINA ".

30. 3X2 Day: "It was proposed to modify the rotation regime from 6x4 to 3x2. In other words, the technician would have had three days and then two days of rest. This new rotation plan would have maintained the number of working days and days However, a shorter rotation would have generated several advantages not only for dispatch personnel but also for LAN ARGENTINA, in fact, with respect to the dispatcher, this regime would have allowed him to reduce consecutive days of work, obtaining a better weekly rest , whereas for LAN ARGENTINA it would have resulted in operational advantages in the programming of the roles and working hours ".

31. Appointments: "It was proposed that the replacement of the headquarters by the technical personnel be designated by LAN ARGENTINA, and could continue with the operation even if the replacement was not carried out. The tasks carried out by the headquarters should have been absorbed by Who LAN ARGENTINA appointed without the need to generate replacements from the technicians. "

32. E-learning: "It was proposed to change the layout of the courses and training, which could be face-to-face or e-learning, as defined by LAN ARGENTINA depending on its duration, modality (face-to-face, learning, others) As well as, when carrying out the training, adapt the dispatcher's role to the administrative dictation of the course with its administrative francs, not generating compensatory francs.The same was proposed regarding the overlap of the accrual of travel expenses before training.It was essential to start programming and assigning of different courses in the e-learning modality that allowed quality training through a much more efficient methodology.

It was essential to carry out the courses with more efficiency in the distribution of days and duration. Given the nature of the compensatory francs (which have a “hygienic” purpose of correcting non-rest), it was redundant for a technician to generate compensatory francs for having carried out training in “days / administrative regime” (Monday through Friday and without complying homework on weekends), that is, enjoying your rest. The same was true of the overlapping of per diem for food, when the technician covered his food, snacks due to breaks, etc. within our training center. "

33. Compensatory Francs: "It was proposed to make a change from the current modality of 1 franc every 3 days, to a modality of 1 franc every 10 days with a maximum of 7 days, whether for service or training. Since the purpose of the compensatory francs is to "correct" the rest not taken in the event of the performance of duties on a free day, it was necessary to align correct the deviations that were verified by the generation of compensatory francs before "Cobus" (service commissions) during the which breaks were fulfilled and granted. "

34. Airport Supervisor. "It was proposed to leave it without effect, releasing the task of the Aeroparque supervisor to the operational needs and tasks designated by LAN Argentina, in order to align the task of the Aeroparque Supervisor to the procedures and needs of the area."

35. Changes. "It was proposed that changes made to flights already dispatched should not be computed as a flight for the purpose of calculating the number of flights dispatched per shift. Modifications of flights already dispatched could not be subject to a dispatch accounting, as they were part of the same office and of the inherent task of the dispatcher ".

36. Remote dispatch from Ezeiza for regional and international flights: "The application of this dispatch modality becomes possible with the efficiencies of the LATAM Group processes and practices in this modality. The dispatch population of Ezeiza had the capacity to to be a Dispatch Center, providing full control of the LATAM Group's operation in Argentina for regional and international flights, increasing its productivity and generating efficiencies for stopovers. "

Pilots (APLA)
37. Days Off: "It was proposed to schedule, if necessary, up to two days off-base. The current aeronautical regulations allow command crews to enjoy two (2) of the monthly off-base days off. in the 30-day months and up to three (3) in the months of more than 30 days.Our CCT does not contemplate this modality, which generates a great operational restriction, especially compared to other flight populations, to the holding's standards and our competitors. "

38. 30-day months: "It was proposed to schedule 10 days off in the 30- and 28-day months for the entire population. According to the CCT in force between the parties, only 60% of the command crew can be scheduled (for ranking) 10 days off in the months of 30 and 28 days. Likewise, the value of “one optional day” accrues in this case. For this reason, the company requires in the months of 30 and 28 days to grant 10 days off to command crews. "

39. Consecutive days off: "It was proposed to align the number of consecutive days off to the regulations, that is, 3 consecutive days for crews flying domestic and neighboring countries, and 4 consecutive days those flying non-bordering countries. Those crews of flights that performed services within Argentina and neighboring countries would have had monthly rest days within, at least once a month, 3 of them consecutively. When crews performed international flights, this minimum would have increased to 4 consecutive days. "

40. Rest Time: "It was proposed to eliminate the restriction on the start of activities after 7 AM after vacations, consecutive and opposite. It was also proposed to begin to count the rest according to Regulation 671 (end of Flight Service Time + 45 minutes). This due to the need to align ourselves with the regulations, being able to program that the start after the consecutive days, vacations or opposites, had no restriction so that it would take place after 07:00 AM Due to the type of operation and itinerary, LAN Argentina had a very low number of flights and activations between 00 AM and 04 AM, so the impact would have been low Similarly, the regulations indicate that the rest time begins per calendar day after the end of the Flight Service Time plus 45 minutes. For this reason, there was no justification to add to this break a new special break for the last activity, since the scheduled break began at the end lize Time and e Flight Service plus 45 minutes ".

41. Weekly hours of rest: "It was proposed to carry out the scheduling of the breaks with the times of Regulation 671, having 36 hours of weekly rest. The objective was to align our reality to the aeronautical regulation where in the period of 7 consecutive days There is a minimum rest of 36 hours. This does not mean that it had necessarily always been programmed in such a way, but it was important that such flexibility existed as a tool that under certain circumstances could be used. "

42. Guard and Half Guard: "It was proposed to increase the then current guards to two additional 24-hour monthly guards. The guards collaborate to have a more predictable, robust and sustainable operation. For this reason the then current level of guards in a market like the Argentinean could not reach the levels necessary to maintain high standards of operation. For this reason, it was necessary to increase by 2 guards more than 24 hours a month. These two guards would have been added to the current guards: two (2) half guards (0 , 5 x 2) and one (1) full guard. "

43. Full Paring Guard and remaining time: "It was proposed to eliminate the restriction of Art. 5.14, being able in a guard activation to complete all the paring that is replaced. Also, in case the break enters the rest period, be able to use the time Remaining on duty once the rest has been completed. In the activation of a Command crew member on duty, it was intended to solve a contingency, or a particular situation that did not allow the originally assigned crew member to carry out their flight activity. , it was necessary that when a guard was activated it (whether it was AM or PM or complete) would replace the crew member it replaced in all the paring and / or activity. Likewise, in the event that the previous activity ended after what was scheduled, it was required to be able to use the remaining guard time not consumed by the rest generated by the previous delay ".

44. Compulsory Activation of 2 Commanders: "It was proposed to allow two captains to activate for the same flight when activated by guards that require it. Once the necessary training and qualification" Right Hand Seat "has been completed, all command crew members who wear the category of Commander would be enabled to be programmed or activated on duty, being able to fulfill his task of pilot both on the right and on the left side of the cockpit. In this circumstance, the role of Commander would be fulfilled by the one with the highest rank. common practice in the wide-body fleet, which could easily be moved to narrow-body (exceptionally). "

45. Simulator: "It was proposed to schedule simulator activity at least 3 days after the end of vacations / opposites. Currently, the conventional norm prevents assigning simulator activity less than 10 days after the return from vacations / opposite days. This generated a contradiction since it would be possible to carry out flight activity (with the responsibilities and implications that it entails) but it did not allow to carry out a simulator activity in which the Command Crewman has greater containment as a training activity. "

46. ​​Elimination of simulator minutes: "It was proposed to program the simulator activity according to rest periods of Regulation 671. Generating new service times according to the place where the simulator is carried out resulted in an excess of restriction that was not finally it translated into improvements for the command crew, even implying staying longer at the post when it could be done more efficiently. "

47. Reprogramming: "It was proposed to have at least one mandatory monthly reprogramming (they were all voluntary). The concept of Reprogramming remained unchanged, that is, the modification in more than 2 hours of its last ETA (Estimated Time of Arrival or Estimated Time). Arrival), or in less than two hours from your first ETD (Estimated Time of Departure or Estimated Time of Departure) would be maintained as a criterion to consider whether or not reprogramming had been carried out, allowing you to achieve a more robust and predictable operation. "

48. Instruction: "It was proposed to carry out the web ITP course in weekend and / or post periods. The web ITP that had been assigned to the crew member would have allowed an efficient allocation of training times and methodologies. Currently it was only scheduled From Monday to Friday, even though the possibility of carrying it out for the crew member of the Command was "open" throughout the month. Programming it during a weekend guaranteed not to have activity in that period, since it would be affected by the ITP, which it was an assigned activity. Scheduling it over a weekend resulted in a better distribution of s activities and even not having other activities during that weekend. It was also contemplated to carry out the assignment during the posts (respecting the rest times of the previous activity and those necessary to start the next activity).

49. Instructors: "It was proposed that the number of replacements per year and process be defined by LAN Argentina depending on the operational requirements (ensuring that no instructor remained in this role for more than 7 consecutive years). Once the requirements to fill the Instructor position, they should carry out a process in which the interview with the Operations Directorate will define the assignment or not.The number of renewals per year, as well as their permanence in the function according to their performance, should be defined by LAN Argentina according to the needs of the operation. "

50. Programming of Captains: "It was proposed to allow that, in view of special needs that require it, two captains could be scheduled in certain months for the same flight. Once the necessary training and qualification" Right Hand Seat "had been completed, all crew members who If he had the rank of Commander, he would be enabled to be programmed or activated on duty, being able to fulfill his task of pilot both on the right and on the left side of the cockpit.In this circumstance, the role of Commander would be fulfilled by the one with the highest rank. it is a common practice in the widebody fleet, which could perfectly be moved to a narrowbody (exceptionally). "

51. Vacations: "It was proposed to publish and schedule vacations every six months (instead of once a year). In order to have deadlines that would allow considering imponderables that may arise during the year, it was essential to be able to assign vacations in periods of 6 months. This would have allowed the crew on command to plan with more certainty their vacations, personal commitments, etc ".

52. Raise Recognized Inspectors Mandate: "APLA was required to desist from the measure of force that it historically maintained with respect to carrying out Inspection tasks with Recognized Inspectors (LAN ARGENTINA pilots). Our instructors are empowered to carry out inspection tasks as "Recognized Inspectors", which allows to carry out with certainty and predictability the category ratings for the pilot population, guaranteeing us a better availability of resources and time.This also implied enriching the activity of the instructors, performing new functions such as they perform in different parts of the world. "

53. Start day off. "It was proposed to start the day off (rest) at 00:00 am, which would start at the end of the Flight Service Time plus 45 minutes. The Regulations established by Decree 671/94 (modified in 2000 in article 21) indicates that the break begins at the end of the Flight Service Time plus 45 minutes. For this reason, breaks should be taken considering those times. "

54. Passenger: "It was proposed that in case of delays or cancellations, a crew could be transferred to return the aircraft to base operating immediately after the transfer. In extraordinary circumstances, due to technical or meteorological reasons, when an aircraft is out of base and it is necessary to return to it, and the originally assigned crew has expired, the regulations allow that “at the convenience of the operator”, it is possible to “transfer a crew for the purposes of making the aforementioned flight immediately after the transfer.” This transfer The only condition is that it be considered as Flight Service Time, and that the transfer time does not exceed three hours thirty minutes. " .

55. Maximum Connection Time: "It was proposed to program according to Regulation 671 that allows a 3-hour separation wait between the end of the preceding Flight Service Time and the start of the next Flight Service Time, within the same Service Time period Article 44 of Decree 671/94 (modified in 2000) indicates that when a crew complies in the period of 24 consecutive hours with more than one flight service, the time that elapses between the end of the Service Time Previous Flight Service (ETA + 30 minutes) and the one set for the initiation of the Immediate Flight Service Time (ETD –60 ') should not be more than THREE (3) hours.This regulation allows that between ETA and ETD there is a Separation adding the “time that mediates” between the end times of a Flight Service Time and the start of the subsequent Flight Service Time, a total time of 4 hours 30 minutes.These times would be of common programming, if not a tool s that in certain and specific situations they allow to achieve a better operation. In this sent It is worth mentioning that the proposal for discussion of these topics is accepted by 70% of LAN Argentina pilots, but rejected by the Association of Airline Pilots, which currently maintains the membership of only 30% of LAN Argentina pilots ".

Airmen (AAA and ATCPEA)
56. Reprogramming: "It was proposed to increase the compulsory reprogramming to three (there was only one mandatory) and that the modifications resulting from the activation of guards should not be considered reprogramming. The concept of Reprogramming remained unchanged, that is, the modification in more than 2 hours from his last ETA, or in less than two hours from his first ETD, was maintained as a criterion to determine whether or not there was reprogramming, so that it would not have caused an effect on the quality of life, but it would have allowed himself to reach a more robust and predictable operation. "

57. Times: "It was proposed to apply the maximum service times granted by Decree 671/94, and consequently to nullify points 7.3 (7.3 -7.3.1), 7.10 (7.10.1, 7.10.7) and Annex VII A of the CCT LAN ARGENTINA programmed with these restrictions on Flight Service Times and Service Times (restrictions not present in other companies operating in Argentina) that implied programming in an inefficient way that would not even allow flights to destinations to more than 12 hours of flight This would have improved domestic and regional pairings (combinations of aircraft itineraries), generating more and better flight hours, for which reason it was essential to apply Argentine legislation regarding Service Times and of Flight Service whose objective is the adequate rest for the safety and quality of life of the cabin crew ".

58. Fifth Crewman BUE - SCL: "It was proposed to eliminate the additional crewman on the Buenos Aires - Santiago de Chile - Buenos Aires route. The figure of the fifth crewman for this route emerged when the sale of" duty free "began in 2009 "Or" free shop "on board (duty free sale) on regional flights, and had the sole purpose and reason of being the sale of duty free. This fifth additional crew member found its foundation in the way the service was provided, being the cost of this additional crew member absorbed by the company to which LAN Argentina had concessioned the organization of the duty free sales business. Several years ago, duty free sales on board LAN Argentina's aircraft had been abandoned on that route, and It was no longer a task carried out by anyone on board our aircraft, having even changed the way of providing the service, so there was no justification for increasing the number of crew on these flights to five crew. This situation put us at a disadvantage even compared to flights from our own headquarters on the same route, since the same flight performed by LAN Argentina presented higher costs than that performed by any other operator on the same route. "

59. Rest: "It was proposed to program and operate according to the rest times regulated by Decree 671. The LAN Argentina Crewmember received an additional for this option (unscheduled Activity) and under the proposal would have continued to collect it. In order to ensure correct resource planning, LAN Argentina required that all crewmembers take advantage of the unscheduled Activity (more than 91% of the Crewmen flew with this modality, but not all) ".

60. Consecutive Days Off: "It was proposed to align the number of consecutive days off to the regulations. That is: 3 consecutive days for crews flying domestic and bordering countries, and 4 consecutive days for those flying to non-bordering countries. Those Flight crews performing services within Argentina and neighboring countries would have monthly rest days within, and at least once a month, 3 of them consecutively. When crews performed international flights this minimum would have increased to 4 consecutive days " .

61. Crew: "It was proposed regarding the necessary Crew by type of aircraft, that the configuration be aligned to the standards of the holding company (eg: domestic and / or regional flights with B767 with a Cabin Chief and 6 Crewmembers). it required reviewing the configuration of the crew members necessary to carry out the flight, especially in wide-body aircraft. The regulations indicated the amount necessary per aircraft based on the number of seats and the holding standard. "

62. Catering: "It was proposed to redefine the boarding board for crew feeding according to consumption schedule and flight time. The boarding and consumption of food on board should ensure the correct feeding of the crews. LAN Argentina had a scheme that did not end with meet real needs of the crews and that is why we worked on different alternatives. An attempt was made to move towards a scheme that best suits the needs according to the time slot in the flight time. This would have allowed us to optimize the quality, reduce the food not consumed and provide better options for the Crewmembers. "

63. Ground transfer: "It was proposed to Start the Free Day considering Flight Service Time plus 45 minutes according to Decree 671/94. The correct interpretation of articles 21 and 27 of Decree 671/94 implies that the calendar day of rest begins at from the 00 hour, considering as transfer time 45 minutes, after the end of the Flight Service Time ".

64. "Passage": "It was proposed that in case of delays or cancellations, a crew could be transferred to return the aircraft to base operating immediately after the transfer. In extraordinary circumstances, due to technical or meteorological reasons, when an aircraft is off base and it is necessary to return to it, and the originally assigned crew has expired, the regulations allow that "at the convenience of the operator", he may "transfer a crew for the purposes of making the aforementioned flight immediately after the transfer." The only condition is that it is considered Flight Service Time, and that the transfer time does not exceed three hours thirty minutes. "

65. Sale of food on board: "It was proposed to start selling food on board on LAN Argentina flights. One of the most important service projects on board at the group level in recent times was the sale on board. This project It would have allowed us to align ourselves and maintain a single value proposition for the passenger on all the flights of the group. LAN Argentina worked closely with union representatives to improve procedures and facilitate the task of the crew member. LAN Argentina for cabin crew by sales was aligned with those used at the national level by other companies, at the holding level and even compared to various experiences at the global level. On-board sales are currently a reality throughout the world, but could not be implemented in LAN Argentina ".

66. Airport waiting time: "It was proposed to schedule according to Decree 671 that allows a 3-hour separation wait between the end of the previous Flight Service Time and the start of the next Flight Service Time within the same period of Service Time Article 44 of the aforementioned Decree 671/94 indicates that when a crew fulfills more than one flight service in the period of 24 consecutive hours, the time that elapses between the end of the preceding Flight Service Time (ETA +30 ') and the one set for the initiation of the Immediate Flight Service Time (ETD -60') should not be more than THREE (3) hours.This regulation allows that between ETA and ETD there is a separation adding the “time that average "between the end times of the Flight Service Time and the start of the subsequent Flight Service Time, a total time of 4 hours 30 minutes. These times would not be common programming, but they are tools that determine Two and specific situations would have allowed us to achieve a better operation ".

67. Guards: "It was proposed that the Passenger and Chief Cabin Crewman be activated on guard duty or even programmed according to their authorization, either to operate B767 or A320. The fundamental role of the Cabin Crewman is security, and LAN Argentina worked to provide the necessary training so that the passenger service tasks can also be fulfilled. For this reason, when faced with operational needs, such as a special situation that requires the activation of a guard or specific programming, it was necessary for a crew member / Chief authorized in Boeing 767 was activated to fly Airbus 320 according to his authorization ".

68. 20% Service Time Extension: "It was proposed to guarantee the application of an exception to the 20% Service Time extension. LAN Argentina should guarantee the full validity of the regulations in force with respect to article 33 of Decree 671/94 (update 2000 ) on exceptional situations that at the discretion of the aircraft commander require increasing maximum times. This would have allowed for a more predictable operation and in conjunction with command crews. "


Have no doubts about their veracity. This is every day stuff in Argentina.
Keep calm and wash your hands.
 
dcajet
Topic Author
Posts: 4707
Joined: Sun Aug 01, 2004 9:31 am

Re: LATAM shuts down LATAM Argentina

Sat Jun 27, 2020 7:00 pm

Graphic showing the profits/losses of LATAM Argentina and the treasury's subsidies to Aerolineas Argentinas.

Image

Source: https://www.lanacion.com.ar/economia/un ... nid2381354
Keep calm and wash your hands.
 
argentinevol98
Posts: 179
Joined: Mon Jan 20, 2020 9:40 pm

Re: LATAM shuts down LATAM Argentina

Sat Jun 27, 2020 8:11 pm

Yeah also no doubts on the veracity of the reasons listed in the Clarín article posted by bkmbr. It is, as dcajet put it, every day stuff in Argentina. The subsidies vs LAN/LATAM Argentina results chart from La Nación is also indicative of the rather difficulty of competing in a market where your primary competitor can sort of just do whatever they want to do with no consequences. How on Earth do you compete with an airline who can lose infinite amounts of money and never go under?
"He sospechado alguna vez que la única cosa sin misterio es la felicidad, porque se justifica por sí sola"-Jorge Luis Borges
 
dcajet
Topic Author
Posts: 4707
Joined: Sun Aug 01, 2004 9:31 am

Re: LATAM shuts down LATAM Argentina

Sat Jun 27, 2020 8:49 pm

argentinevol98 wrote:
How on Earth do you compete with an airline who can lose infinite amounts of money and never go under?


An how can a "normal" airline do business with 6 unions, each with their list of demands and grievances, and that have to power to wreak havoc over operations with a snap of their fingers? Welcome to the world of aviation in Argentina. :banghead:
Keep calm and wash your hands.
 
dcajet
Topic Author
Posts: 4707
Joined: Sun Aug 01, 2004 9:31 am

Re: LATAM shuts down LATAM Argentina

Wed Jul 08, 2020 7:43 pm

LATAM confirmed today to all parties involved (unions & government) that the decision to suspend domestic operations in Argentina is irreversible, not mincing words.

In the context of the global crisis unleashed by the coronavirus, and in conjunction with the impossibility of generating the multiple agreements necessary to face the transformation that this situation requires, the conditions are not in place to make operations sustainable


Image
Keep calm and wash your hands.
 
User avatar
usxguy
Posts: 1888
Joined: Wed Jan 25, 2006 1:28 pm

Re: LATAM shuts down LATAM Argentina

Wed Jul 08, 2020 8:50 pm

Regarding the LAN Argentina ad, I think most airlines advertise prices in USD vs CHP and ArP. Much more stable.
xx
 
AntonioMartin
Posts: 710
Joined: Thu Jul 27, 2017 11:58 am

Re: LATAM shuts down LATAM Argentina

Wed Jul 08, 2020 8:55 pm

Sad to see it go after 15 years!

On the other hand, I know some (rather) famous folks who are probably sad to see it go as well:

The folks at Boxeo de Primera, Argentina's premier professional live boxing show for the last 25 years, were always praising LATAM Argentina for getting them in time to their next telecast city and criticizing Aerolineas argentinas!!
 
dcajet
Topic Author
Posts: 4707
Joined: Sun Aug 01, 2004 9:31 am

Re: LATAM shuts down LATAM Argentina

Wed Jul 08, 2020 9:52 pm

usxguy wrote:
Regarding the LAN Argentina ad, I think most airlines advertise prices in USD vs CHP and ArP. Much more stable.


Both countries have their own currencies. It is against the law to advertise locally in any currency that is not the local legal tender. The only sector you will see prices quoted in US$, unofficially, is in real estate. Actual sale contract is in the local currency.
Keep calm and wash your hands.

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