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Hawaiian Workers Fight Back As Alaska Rushes Integration

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Hawaiian Workers Fight Back As Alaska Rushes Integration


Alaska’s rapid 2026 integration timeline is running straight into three labor battles that each carry real consequences for Hawaii travelers. The most immediate flashpoint sits inside the maintenance hangars. About 900 Hawaiian mechanics represented by IAM since 1951 are facing a representation challenge from AMFA, which speaks on behalf of roughly 1,000 Alaska mechanics, even though Alaska’s fleet is nearly three times larger.

At the same time, as many as 40 to 60 line service workers sit in limbo and worry their jobs could disappear depending on how the vote breaks. The numbers alone explain why this suddenly feels like a high stakes moment. A roughly $28,000 annual pay gap separates the top scales at the two airlines.

Most work for the 717 interisland fleet will remain in Hawaii as long as those aircraft continue to fly, but the fleet’s future is likely limited to about five years. When the 717s retire, they will leave the operation entirely, and the maintenance work tied to that fleet will disappear with them. All of this is happening as Alaska moves ahead with its recently issued single operating certificate and a newly combined passenger service (reservation) system cutover planned for early 2026.

Travelers may not feel these issues directly today, but the decisions made over the next year will shape how travelers experience the airlines long after the paint schemes and brand promises settle.

What does this mean for Hawaii travelers?

For people heading to and from Hawaii, the most immediate concern is how maintenance decisions made during the integration could change the way aircraft are supported for Hawaii flying. Hawaii based mechanics have decades of experience working in this unique operating environment, with its long overwater routes and weather conditions that are different from mainland patterns. If more heavy work eventually shifts to mainland bases, the distance alone could affect how quickly aircraft return to service when something unexpected happens, and that is where travelers could feel it.

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There is also the interisland question mentioned above, and what happens after the 717 fleet reaches the end. Whether that flying is taken over by new narrowbody aircraft, contracted regional partners, or a hybrid arrangement will affect fares, frequency, and the number of nonstop options available. That decision will also shape how many maintenance and flight attendant jobs remain based in Hawaii.

The cabin experience is the other major piece. If Hawaiian flight attendants lose ground in the integration or if more flying is staffed from mainland bases, passengers may feel a shift in the feeling of onboard hospitality that has defined Hawaiian Airlines for decades. Even small changes in tone, announcements, or crew familiarity with island travel patterns could make flights feel different.

Travelers are also looking at a long timeline. The passenger service system cutover is not expected for approximately six months. That means enduring more months of overlapping negotiations, union elections, base adjustments, and operational changes. For travelers deciding whether to stay loyal or try other airlines, this period will shape impressions of whether the combined carrier can deliver a unique and dependable Hawaii service while navigating so much internal change.

As Alaska pushes forward, it continues to say the Hawaiian brand will remain. The coming year will show exactly how that promise extends beyond the look of the aircraft to the jobs, expertise, and service culture that made the brand meaningful in the first place.

Mechanics union battle latest to move to center stage.

For Hawaiian mechanics, the union fight is about job security, pay, and whether maintenance work rooted in Hawaii will stay here or gradually shift to Seattle and mainland bases where Alaska already has infrastructure.

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IAM has represented Hawaiian mechanics and related employees for more than 70 years and has built a contract around job protection, grievance processes, and seniority language tailored to an island-based operation.

AMFA brings a different model with a more decentralized structure, direct representation, and a history of navigating previous mergers, including Alaska’s purchase of Virgin America and Southwest’s acquisition of AirTran.

The pay gap is part of the tension as Alaska’s licensed technicians earn more than their Hawaiian counterparts. The fleet mismatch is another issue. Alaska operates a much larger narrowbody fleet yet has only slightly more mechanics, which Hawaiian workers interpret as a sign of greater outsourcing on the mainland. Mechanics worry that the long-term structure of the combined airline could shift more maintenance activity to established mainland bases.

There is also the matter of the 717 fleet.

Alaska has said that its maintenance will stay in Hawaii for as long as the aircraft operate. With an expected five-year timeline before the Hawaiian 717 retirement, that clock is already visible. The bigger question is what comes after.

When new aircraft eventually replace the 717s, the maintenance work could follow the plane to wherever Alaska structures its program. For Hawaii-based mechanics, that raises questions about long-term job stability. For travelers, it introduces questions about how quickly aircraft can be turned around if problems appear at the last minute, and the work now sits thousands of miles from where the aircraft flies.

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The uncertainty facing 40 to 60 line service workers adds another layer. Some roles that have historically existed inside the Hawaiian mechanics and related group may not clearly fall within the structure proposed by AMFA, and IAM argues that workers could lose protection altogether. While the two unions argue over classifications, the employees themselves are wondering whether they will still have jobs at the combined airline and, if so, where those jobs will be based.

Pilot integration shows the pattern.

Pilots have already faced their own version of this story, which we covered in Hawaiian pilots call out Alaska as integration turmoil grows and Hawaiian pilots warn of what comes next. Those pieces surfaced many of the same themes now appearing among mechanics. Pilots have expressed concern about the pace of Alaska’s integration, shifts in base assignments, widebody access, international flying, and the potential shrinkage of Honolulu as a long haul base. A single operating certificate has already been approved and implemented, and Alaska is moving at an unusual pace toward a single passenger service system next year.

Reader comments on those pilot articles revealed a sharp divide. Some argued that Hawaiian was losing roughly $1 million per day before the buyout and that rapid integration is necessary. Others expressed concern about losing the Hawaiian identity they valued and the operational stability they trusted. Several noted that this timeline feels among the fastest they have seen yet. Whether they supported Alaska’s urgency or questioned it, they agreed that things are moving quickly and that the human side of the operation has been asked to adjust at a relentless pace.

Now mechanics are feeling that same compression. What first looked like a cockpit problem is clearly part of a much larger integration pattern touching every major workgroup.

Flight attendants face a quiet but crucial battle.

The flight attendant integration has been far quieter in public, yet it may have the most visible effect on Hawaii travelers. A joint agreement under AFA will eventually determine pay scales, base assignments, work rules, and the service standards that define the cabin experience. Hawaiian flight attendants have built a service identity that feels distinctly rooted in the islands, from Hawaiian language announcements and greetings on some flights and an overall approach to hospitality that reflects Hawaii as home more than corporate standardization.

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As the two airlines merge service cultures, the question is whether Hawaiian’s cabin identity will remain recognizable or be absorbed into Alaska’s more uniform system. This is not simply a branding question. Hawaii based crews bring a familiarity with local travelers, interisland patterns, cultural expectations, and even the subtle ways holiday and seasonal travel differ in the islands. If more flying is staffed from mainland bases or if the integration process wears down long time Hawaiian crews, travelers may notice service that feels less connected to the place they are flying to and from.

Integration pressure becomes a systemic risk.

Step back, and the issue becomes greater than any single group. Alaska and Hawaiian already operate under a single certificate. Behind the scenes, the work of harmonizing manuals, training, and scheduling is moving quickly to support the 2026 passenger service system conversion. That system integration is the moment when the two airlines finally function as one in the ways travelers experience most directly, including booking, seat assignments, airport processing, and irregular operations.

Labor, however, is not on the same timeline. Mechanics are heading into a representation election with job security on the line. Pilots are navigating base changes and aircraft assignments. Flight attendants are working toward a joint agreement that will shape the unified passenger experience. Each group is handling its own pressures while the company pushes toward deadlines that leave little room for missteps.

Under the Railway Labor Act, strikes are unlikely, but there are other ways integration strain can show up in the operation. Slowdowns, morale issues, higher attrition, and more brittle schedules can all translate into delays and cancellations. Alaska is betting it can move faster than the friction created by these overlapping negotiations. The risk is that pushing so hard creates instability just when the combined airline needs to demonstrate reliability to Hawaii travelers.

Have you noticed any changes yet on recent flights to and from Hawaii? If so, how do they make you feel about the direction of the combined airline?

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Alaska

Trump administration opens vast majority of Alaska petroleum reserve to oil activity

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Trump administration opens vast majority of Alaska petroleum reserve to oil activity


The northeastern part of the National Petroleum Reserve-Alaska is seen on June 26, 2014. (Photo by Bob Wick / U.S. Bureau of Land Management)

The Bureau of Land Management on Monday said it approved an updated management plan that opens about 82% of the National Petroleum Reserve-Alaska to oil and gas leasing.

The agency this winter will also hold the first lease sale in the reserve since 2019, potentially opening the door for expanded oil and gas activity in an area that has seen new interest from oil companies in recent years.

The sale will be the first of five oil and gas lease sales called for in the One Big Beautiful Bill Act that passed this summer.

The approval of the plan follow the agency’s withdrawal of the 2024 activity plan for the reserve that was approved under the Biden administration and limited oil and gas drilling in more than half the reserve.

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The 23-million-acre reserve is the largest tract of public land in the U.S. It’s home to ConocoPhillips’ giant Willow discovery on its eastern flank.

ConocoPhillips and other companies are increasingly eyeing the reserve for new discoveries. ConocoPhillips has proposed plans for a large exploration season with winter, though an Alaska Native group and conservation groups have filed a lawsuit challenging the effort.

The planned lease sale could open the door for more oil and gas activity deeper into the reserve.

The Voice of the Arctic Iñupiat, consisting of elected leaders from Alaska’s North Slope, where the reserve is located, said it supports the reversal of the Biden-era plan. Infrastructure from oil and gas activity provides tax revenues for education, health care and modern services like running water and sewer, the group said.

The decision “is a step in the right direction and lays the foundation for future economic, community, and cultural opportunities across our region — particularly for the communities within the (petroleum reserve),” said Rex Rock Sr., president of the Arctic Slope Regional Corp. representing Alaska Natives from the region, in the statement from the group.

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The reserve was established more than a century ago as an energy warehouse for the U.S. Navy. It contains an estimated 8.7 billion barrels of recoverable oil.

But it’s also home to rich populations of waterfowl and caribou sought by Alaska Native subsistence hunters from the region, as well as threatened polar bears.

The Wilderness Society said the Biden-era plan established science-based management of oil and gas activity and protected “Special Areas” as required by law.

It was developed after years of public meetings and analysis, and its conservation provisions were critical to subsistence users and wildlife, the group said.

The Trump administration “is abandoning balanced management of America’s largest tract of public land and catering to big oil companies at the expense of future generations of Alaskans,” said Matt Jackson, Alaska senior manager for The Wilderness Society. The decision threatens clean air, safe water and wildlife in the region, he said.

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The decision returns management of the reserve to the 2020 plan approved during the first Trump administration. It’s part of a broad effort by the administration to increase U.S. oil and gas production.

To update the 2020 plan, the Bureau of Land Management invited consultation with tribes and Alaska Native corporations and held a 14-day public comment period on the draft assessment, the agency said.

“The plan approved today gives us a clear framework and needed certainty to harness the incredible potential of the reserve,” said Kevin Pendergast, state director for the Bureau of Land Management. “We look forward to continuing to work with Alaskans, industry and local partners as we move decisively into the next phase of leasing and development.”

Congress voted to overturn the 2024 plan for the reserve, supporting bills from Alaska’s Republican congressional delegation to prevent a similar plan from being implemented in the future.





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Opinion: Alaskans, don’t be duped by the citizens voter initiative

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Opinion: Alaskans, don’t be duped by the citizens voter initiative


Voters received stickers after they cast their general election ballot at the Alaska Division of Elections Region II office in Anchorage as absentee in-person and early voting began on Oct. 21, 2024. (Bill Roth / ADN)

A signature drive is underway for a ballot measure formally titled “An Act requiring that only United States citizens may be qualified to vote in Alaska elections,” often referred to by its sponsors as the United States Citizens Voter Act. Supporters say it would “clarify” that only U.S. citizens may vote in Alaska elections. That may sound harmless. But Alaskans should not sign this petition or vote for the measure if it reaches the ballot. The problem it claims to fix is imaginary, and its real intent has nothing to do with election integrity.

Alaska already requires voters to be U.S. citizens. Election officials enforce that rule. There is no bill in Juneau proposing to change it, no court case challenging it and no Alaska municipality contemplating noncitizen voting. Nothing in our election history or law suggests that the state’s citizenship requirement is under threat.

Which raises the real question: If there’s no problem to solve, what is this measure actually for?

The answer has everything to do with election politics. Across the Lower 48, “citizenship voting” drives have been used as turnout engines and list-building operations — reliable ways to galvanize conservative voters, recruit volunteers and gather contact data. These measures typically have no immediate policy impact, but the downstream political payoff is substantial.

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Alaska’s effort fits neatly into that pattern. The petition is being circulated by Alaskans for Citizen Voting, whose leading advocates include former legislators John Coghill, Mike Chenault and Josh Revak. The group’s own financial disclaimer identifies a national organization, Americans for Citizen Voting, as its top contributor. The effort isn’t purely local. It is part of a coordinated national campaign.

To understand where this may be headed, look at what Americans for Citizen Voting is doing in other states. In Michigan, the group is backing a constitutional amendment far more sweeping than the petition: It would require documentary proof of citizenship for all voters, eliminate affidavit-based registration, tighten ID requirements even for absentee ballots, and require voter-roll purges tied to citizenship verification. In short, “citizen-only voting” is the opening move — the benign-sounding front door to a much broader effort to make voting more difficult for many eligible Americans.

Across the country, these initiatives rarely stand alone. They serve to establish the narrative that elections are lax or vulnerable, even when they are not. That narrative then becomes the justification for downstream restrictions: stricter ID laws, new documentation burdens for naturalized citizens, more aggressive voter-roll purges and — especially relevant here — new hurdles for absentee and mail-in voters.

In the 2024 general election, the Alaska Division of Elections received more than 55,000 absentee and absentee-equivalent ballots — about 16% of all ballots cast statewide. Many of those ballots came from rural and roadless communities, where as much as 90% of the population lacks road access and depends heavily on mail and air service. Absentee voting is not a convenience in these places; it is how democracy reaches Alaskans who live far from polling stations.

When a national organization that has supported absentee-voting restrictions elsewhere becomes the top financial backer of the petition, Alaskans should ask what comes next.

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Supporters say the initiative is common sense. But laws don’t need “clarifying” when they are already explicit, already enforced and already uncontroversial. No one has produced evidence that noncitizen voting is a problem in an Alaska election. We simply don’t have a problem for this measure to solve.

What we do have are real challenges — education, public safety, energy policy, housing, fiscal stability. The petition addresses none of them. It is political theater, an Outside agenda wrapped in Alaska packaging.

If someone with a clipboard asks you to sign the Citizens Voter petition, say no. The problem is fictional, and the risks to our voting system are real. And if the measure makes the ballot, vote no.

Stan Jones is a former award-winning Alaska journalist and environmental advocate. He lives in Anchorage.

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Record cold temperatures for Juneau with a change to Western Alaska

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Record cold temperatures for Juneau with a change to Western Alaska


ANCHORAGE, AK (Alaska’s News Source) – Overnight lows in Juneau have hit a two streak for breaking records!

Sunday tied the previous record lowest high temperature of 10 degrees set back in 1961, with clear skies and still abnormally cold temperatures to kick off Christmas week. Across the panhandle, clear and cold remains the trend but approaching Christmas Day, snow potential may return to close out the work week.

Download the free Alaska’s News Source Weather App.

In Western Alaska, Winter Storm Warnings are underway beginning as early as tonight for the Seward Peninsula. Between 5 to 10 inches of snow are forecasted across Norton Sound from Monday morning through midnight Monday as wind gusts build to 35 mph. In areas just slightly north, like Kotzebue, a Winter Storm Warning will remain in effect from Monday morning to Wednesday morning. Kotzebue and surrounding areas will brace for 6 to 12 inches of possible snow accumulation over the course of 3 mornings with gusts up to 40 miles per hour.

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Southcentral could potentially see record low high temperatures for Monday as highs in Anchorage are forecasted in the negatives. Across the region, clear skies will stick around through Christmas with subsiding winds Monday morning.

Send us your weather photos and videos here!

Interior Alaska is next up on the ‘changing forecast’ list as a Winter Storm Watch will be in effect Tuesday afternoon through Thursday morning. With this storm watch, forecasted potential of 5 to 10 inches of snow will coat the North Star Borough. For those in Fairbanks, 1 to 3 inches of snow will likely fall Tuesday night into Wednesday, just in time for Christmas Eve! Until then, mostly sunny skies will dominate the Interior with things looking just a bit cloudier past the Brooks Range. The North Slope will stay mostly cloudy to start the work week with some morning snow likely for Wainwright.

The Aleutian Chain is another overcast region with mostly cloudy skies and light rain for this holiday week. Sustained winds will range from 15 to 20 miles per hour with gusts up to 35 mph in Cold Bay.

24/7 Alaska Weather: Get access to live radar, satellite, weather cameras, current conditions, and the latest weather forecast here. Also available through the Alaska’s News Source streaming app available on Apple TV, Roku, and Amazon Fire TV.

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