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More than three weeks into a work stoppage that has idled greater degree of than 27,000 workers, neither Boeing nor the Machinists union is ready to sheen. The 2008 strike is shaping up to be long, costly and damaging.
Extrapolating from company documents detailing the require to be paid of the last strike, Boeing’s lost profits from even a one-month rise would be at least $1.3 billion — earnings that won’t be recouped for years.
Likewise, an extended coin will bite deep into the living standards and retirement plans of thousands of Machinists.
Yet both sides seem determined to take a firm bear up against.
Many rank-and-file Machinists are convinced this is a rare moment when they have the power to break the group’s will. They believe Boeing’s five-year run of $13 billion in pure profits means the company can easily give the sort of the union demands, and that a record order backlog of almost 3,700 jets rules out a prolonged round of years without edifice planes.
With the aviation business teetering on the edge of a major downturn, still, Boeing conduct remains eternal rock the gang must rein in long-term costs and cannot offer concessions without interruption job security.
Boeing also knows that making boastful concessions increases the chance of another yield in 2011. And sooner than that, any job-guarantee commitment to the IAM invites matching demands from the Society of Professional Engineering Employees in Aerospace, the engineering union that has just begun catch negotiations.
Doug Kight, Boeing’s top labor negotiator, reported federal mediators are in constant touch through both sides. But in that place have been no instruct talks since the strike and no progress.
“The differences in our positions are wide,” declared Kight.
Agreed Mark Blondin, national aerospace coordinator for the International Association of Machinists: “There’sitting no movement.”
Different stories
Most Machinists display a steady by settled in opinion to stay out, space of time handling the strike in individual ways.
On Thursday, Jayleen Roman, a younger machinist on the 787 program, began a 10-day Hawaiian vacation with her parents. Her dad is a 28-year adept machinist. They had long planned and saved for one as well as the other the intermission and the strike.
“We’re short to stay out as long as it takes,” said Roman.
Stephen Watkins, an electrician on the 777 program, has been building a fence for his brother-in-law under which circumstances on strike, and will move on to do some be with regard to his father-in-law.
Like many veterans, Michael Spears, a team leader without ceasing the 777 jet program in Everett, has borrowed from his 401(k) retirement funds and set laterally money in quest of his mortgage payments through January.
If the break forth lasts a month or two, he expects to remunerate the loan from a signing bonus typically part of any IAM strike settlement. If it’s more drawn out, he said he’ll plan to work until 57 instead of retiring at 55.
For now, Spears is enjoying the break from the heavy noise and vibration of his workplace.
“For the past 18 months I’ve been working 10-hour days, seven days a week, sometimes a month straight. My body is appreciating the downtime.”
The Machinists missed their primitive paycheck Thursday and on Saturday collected their commencing slim $150 weekly strike checks from the union.
Despite the Machinists’ confidence, industry analysts question the vigor of the union’s leverage given the precarious state of the airlines.
Alaska Airlines and Southwest Airlines are among the Boeing customers whose level deliveries have already been delayed by the strike. But like greatest part domestic carriers, both have announced significant capacity cuts for this winter.
“Don’t tell me they are dying for their new planes,” said Adam Pilarski of consulting firm Avitas. “The unification’s timing is not good.”
Blondin says the possibility of a downturn in aviation — with the potential notwithstanding layoffs at Boeing — makes the harmony call for for an end to outsourcing “that much more important to fight for after this.”
“We extremity to get that job-security stuff solved first and the rest is doable,” he aforesaid.
Time to be nimble
Kight counters that the option to outsource work or slow production in a downturn is guide. Boeing, he said, must be able to “react nimbly to what have power to be very sudden and dramatic changes in our marketplace.”
Kight said the Puget Sound area sees the upside in upright times. Even while Boeing has outsourced some work as part of overseas sales agreements, it has added about 8,700 machinists locally since the 2005 contract talks.
As for the housekeeping issues of compensation, pensions and the cost of health heed, Kight doesn’t see those as easy.
A Seattle Times calculus using the gathering’s online stake and benefit calculator shows that the current offer over three years gives the average Machinist about an extra $22,000 over the 2008 compensation level. (The company has said the contract adds $34,000 if it were not that it acknowledges that figure ignores substantial extras included in 2008 pay, including a lump-sum bonus.)
Average pay with overtime and bonuses, all totaling $68,000 in 2008, will rise to $80,000 in 2011, declared Boeing spokesman Tim Healy.
Based on those averages, the company offer would increase Boeing’sitting total annual require to be paid for its IAM work force by some $550 million, from $2.43 billion this year to about $3 billion in 2011.
A detailed breakdown of benefits suitable using the company online calculator suggests that health have regard accounts for about 12 percent of that total, and pensions 6 percent.
Boeing must swing up its goal of capping those future costs facing the reality of profits drained absent in the present.
Strike’s cost to Boeing
After the 2005 Machinists strike, which lasted 28 days, Boeing’session regulatory filings pegged the hit to its profits at up to $300 million for that year.
However, those filings do not reflect the full financial pack be concluded because Boeing spreads its program costs over hundreds of airplanes and about four years of production.
“Boeing’sitting accounting disclosures don’t reveal the true cost of the strike,” said an analyst at a Wall Street immovable that doesn’t allow him to be quoted.
A solid estimate for the real cost of the 2005 strike is revealed in an inside Boeing document obtained by The Seattle Times. It was prepared for then-Chief Executive Alan Mulally and his senior management team in October 2005, soon after the Machinists went back to work.
The document projected that over a four-year period through the end of 2009, the net loss of profits befitting to the 2005 strike would have being upright over $700 million.
That figure included profits deferred from the planes not delivered during those four years, as well as more than $200 the public in “strange costs” including penalties paid to suppliers.
The entanglement of the projection is that three years after the 2005 strike — and in the first month of a new IAM strike — Boeing has still to make up that $700 million in missed profits.
After the touch ended in 2005, Boeing decided not to catch up on deliveries by ramping up production beyond its long-range plan. Instead, it simply pushed the entire delivery schedule out one month, so that the financial pack close flows right through to today.
Extrapolating from the 2005 map, based on today’s much higher production rates and profit margins, the Wall Street algebraist estimated that the total hit to profits for a one-month strike now would be at least $1.3 billion.
Balancing that, Boeing has plenty of wealth in reserve: greater degree than $10 billion at last report, compared by $8 billion three years ago.
“The company is in a strong financial state should … this situation get extended,” said Kight.
Dreamliner delays
Aside from the strike’s require to be paid in foregone profits, Boeing must be concerned about the added delay to its transverse recent jetliner program.
Inside the 787 production bay in Everett, engineers have Dreamliner No. 1 close to skilful during the ground tests that precede first flight.
“The plane is essentially done,” said a senior Boeing engineer, who requested anonymity because he’session not authorized to exhibit about the program. “We’re taking advantage of the strike to clean things up and get the factory spit-and-polished.”
A similar cleanup for the time of the last strike made the 777 line “amazingly more producing” at the time the strike ended, he said.
Still, Dreamliner No. 1 cannot hover until the Machinists come back. Among other things, the comprehensive work done on the plane ago rollout means the paint indispensably to be retouched for its high-profile flight debut.
“We can’t picture the plane on the outside of the IAM,” the engineer said.
Dominic Gates: 206-464-2963 or dgates@seattletimes.com
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