{"id":57230,"date":"2025-11-12T16:00:41","date_gmt":"2025-11-12T15:00:41","guid":{"rendered":"https:\/\/www.gacetaeronautica.com\/gaceta\/wp-101\/?p=57230"},"modified":"2025-11-21T10:59:07","modified_gmt":"2025-11-21T09:59:07","slug":"el-transporte-aereo-que-he-vivido-2-6","status":"publish","type":"post","link":"https:\/\/www.gacetaeronautica.com\/gaceta\/wp-101\/el-transporte-aereo-que-he-vivido-2-6\/","title":{"rendered":"El transporte a\u00e9reo que he vivido (2\/8)"},"content":{"rendered":"<figure id=\"attachment_57232\" aria-describedby=\"caption-attachment-57232\" style=\"width: 843px\" class=\"wp-caption aligncenter\"><img data-recalc-dims=\"1\" loading=\"lazy\" decoding=\"async\" data-attachment-id=\"57232\" data-permalink=\"https:\/\/www.gacetaeronautica.com\/gaceta\/wp-101\/el-transporte-aereo-que-he-vivido-2-6\/f1-b707-aerolineas-3\/\" data-orig-file=\"https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F1-B707-Aerolineas-3.jpg?fit=843%2C515&amp;ssl=1\" data-orig-size=\"843,515\" data-comments-opened=\"1\" data-image-meta=\"{&quot;aperture&quot;:&quot;0&quot;,&quot;credit&quot;:&quot;&quot;,&quot;camera&quot;:&quot;&quot;,&quot;caption&quot;:&quot;&quot;,&quot;created_timestamp&quot;:&quot;0&quot;,&quot;copyright&quot;:&quot;&quot;,&quot;focal_length&quot;:&quot;0&quot;,&quot;iso&quot;:&quot;0&quot;,&quot;shutter_speed&quot;:&quot;0&quot;,&quot;title&quot;:&quot;&quot;,&quot;orientation&quot;:&quot;0&quot;}\" data-image-title=\"\" data-image-description=\"\" data-image-caption=\"&lt;p&gt;La base de la escala salarial del personal aeron\u00e1utico, siempre se fij\u00f3 a partir del correspondiente al piloto comandante de la aeronave de mayor porte, que en 1967 era el Boeing 707 (imagen archivo).&lt;\/p&gt;\n\" data-large-file=\"https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F1-B707-Aerolineas-3.jpg?fit=843%2C515&amp;ssl=1\" class=\"size-full wp-image-57232\" src=\"https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F1-B707-Aerolineas-3.jpg?resize=843%2C515&#038;ssl=1\" alt=\"\" width=\"843\" height=\"515\" srcset=\"https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F1-B707-Aerolineas-3.jpg?w=843&amp;ssl=1 843w, https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F1-B707-Aerolineas-3.jpg?resize=300%2C183&amp;ssl=1 300w, https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F1-B707-Aerolineas-3.jpg?resize=768%2C469&amp;ssl=1 768w\" sizes=\"auto, (max-width: 843px) 100vw, 843px\" \/><figcaption id=\"caption-attachment-57232\" class=\"wp-caption-text\"><em>La base de la escala salarial del personal aeron\u00e1utico, siempre se fij\u00f3 a partir del correspondiente al piloto comandante de la aeronave de mayor porte, que en 1967 era el Boeing 707 (imagen archivo).<\/em><\/figcaption><\/figure>\n<hr \/>\n<p>En esta segunda entrega de esta saga veremos algunas caracter\u00edsticas del Decreto ley 16.130\/46. Una de ellas es que fijaba salarios m\u00ednimos para las jerarqu\u00edas de comandante, primero, segundo y tercer oficial, copiloto, navegante y comisario de a bordo en las sumas respectivas de 1.000 pesos, 750, 650 y 300.<\/p>\n<p>Para tener una idea, el tipo de cambio, al momento de dictarse el decreto-ley era de un d\u00f3lar a 4,09 pesos, lo que significaba que un comandante percib\u00eda un salario de 245 d\u00f3lares, que hoy equivaldr\u00edan a 4.051 d\u00f3lares. Para hacer las cuentas en el resto de las jerarqu\u00edas, un d\u00f3lar de junio de 1946 equivale a 16,57 de hoy, en valores aproximados. Entre 1946 y 2025, tuvo una tasa de inflaci\u00f3n de un 1.556%. As\u00ed, en pesos, hoy un comandante tendr\u00eda garantizado un salario m\u00ednimo de 5.873.950<\/p>\n<p>Adem\u00e1s, exist\u00eda un r\u00e9gimen de remuneraciones variables de siete centavos por cada kil\u00f3metro volado dentro de los l\u00edmites permitidos en todos aquellos casos en que el personal debiera cumplir vuelos despu\u00e9s de la puesta del sol, o antes de su salida, o cuando hubiera cumplido m\u00e1s de ocho horas de vuelo en un per\u00edodo de veinticuatro, o cien horas mensuales o mil anuales.<\/p>\n<p>El articulo 26 fijaba la movilidad del salario en estos t\u00e9rminos; \u201cMientras permanezcan al servicio del mismo empleador las personas comprendidas en el presente decreto-ley tendr\u00e1n derecho a un aumento peri\u00f3dico de su sueldo fijo, que ser\u00e1 del 5% del sueldo b\u00e1sico m\u00ednimo de la jerarqu\u00eda que le corresponda por cada mil horas de vuelo (el m\u00e1ximo anual permitido) cumplidas y hasta un m\u00e1ximo de 10.000 horas.<\/p>\n<p>Por \u00faltimo, estas remuneraciones \u201c\u2026variables o adicionales de los oficiales primeros y segundos, ser\u00e1n iguales a las tres cuartas partes de las que correspondan a los comandantes y las de los oficiales terceros iguales a la tercera parte de las mismas.\u201d<\/p>\n<p>Podemos afirmar que la base de la escala salarial del personal aeron\u00e1utico, siempre se fij\u00f3 a partir del correspondiente al piloto comandante de la aeronave de mayor porte que en el a\u00f1o 1967 era el Boeing 707. Por ese motivo en general la primera paritaria que se cerraba era la de APLA, pero se firmaba una vez cerradas las negociaciones, con los dem\u00e1s gremios.<\/p>\n<p>El decreto-ley 16.130\/46 regulaba las funciones de cada jerarqu\u00eda del personal aeronavegante y el r\u00e9gimen de responsabilidad y seguro de ese personal en el caso de accidentes de trabajo.<\/p>\n<p>El 26 de octubre de 1953 se promulg\u00f3 la Ley 14.250, que regul\u00f3 los llamados convenios colectivos de trabajo que, en el caso del transporte a\u00e9reo, fueron sustituyendo las normas del decreto ley 16.130, que en menos de diez a\u00f1os, hab\u00edan envejecido, sin embargo, la norma permanece formalmente vigente, como hab\u00edamos dicho.<\/p>\n<p>Recuerdo que durante uno de los gobiernos militares se hab\u00eda comenzado a trabajar en una suerte de digesto legislativo y lleg\u00f3 una consulta a APLA sobre la vigencia de esa norma. Prepar\u00e9 la respuesta del gremio en el sentido negativo, argumentando su desuetudo y ratificando que ya era una norma totalmente ineficaz.<\/p>\n<p>En verdad ese suplemento variable fue reemplazado por la llamada \u201chora flex\u201d, que era la diferencia entre el m\u00e1ximo mensual programado obligatorio establecido en el convenio colectivo de trabajo, y un margen de horas hasta el m\u00e1ximo permitido por la reglamentaci\u00f3n aeron\u00e1utica, que era voluntario para el piloto volarlas o no. Equivale a la llamada \u201chora extra\u201d en el resto del derecho laboral.<\/p>\n<figure id=\"attachment_57231\" aria-describedby=\"caption-attachment-57231\" style=\"width: 504px\" class=\"wp-caption aligncenter\"><img data-recalc-dims=\"1\" loading=\"lazy\" decoding=\"async\" data-attachment-id=\"57231\" data-permalink=\"https:\/\/www.gacetaeronautica.com\/gaceta\/wp-101\/el-transporte-aereo-que-he-vivido-2-6\/f2-valinotti-hilario\/\" data-orig-file=\"https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F2-Valinotti-Hilario.jpg?fit=504%2C413&amp;ssl=1\" data-orig-size=\"504,413\" data-comments-opened=\"1\" data-image-meta=\"{&quot;aperture&quot;:&quot;0&quot;,&quot;credit&quot;:&quot;&quot;,&quot;camera&quot;:&quot;&quot;,&quot;caption&quot;:&quot;&quot;,&quot;created_timestamp&quot;:&quot;0&quot;,&quot;copyright&quot;:&quot;&quot;,&quot;focal_length&quot;:&quot;0&quot;,&quot;iso&quot;:&quot;0&quot;,&quot;shutter_speed&quot;:&quot;0&quot;,&quot;title&quot;:&quot;&quot;,&quot;orientation&quot;:&quot;0&quot;}\" data-image-title=\"\" data-image-description=\"\" data-image-caption=\"&lt;p&gt;Hilario Valinotti (imagen archivo)&lt;\/p&gt;\n\" data-large-file=\"https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F2-Valinotti-Hilario.jpg?fit=504%2C413&amp;ssl=1\" class=\"size-full wp-image-57231\" src=\"https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F2-Valinotti-Hilario.jpg?resize=504%2C413&#038;ssl=1\" alt=\"\" width=\"504\" height=\"413\" srcset=\"https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F2-Valinotti-Hilario.jpg?w=504&amp;ssl=1 504w, https:\/\/i0.wp.com\/www.gacetaeronautica.com\/gaceta\/wp-101\/wp-content\/uploads\/2025\/10\/F2-Valinotti-Hilario.jpg?resize=300%2C246&amp;ssl=1 300w\" sizes=\"auto, (max-width: 504px) 100vw, 504px\" \/><figcaption id=\"caption-attachment-57231\" class=\"wp-caption-text\"><em>Hilario Valinotti (imagen archivo)<\/em><\/figcaption><\/figure>\n<hr \/>\n<p>Este tema complejo del r\u00e9gimen de trabajo del personal aeron\u00e1utico no se ense\u00f1aba en los cursos de \u201cderecho aeron\u00e1utico\u201d del INDAE. Esos pocos meses que trabaj\u00e9 para APLA bajo la presidencia de Jorge Kier, tuvieron para m\u00ed el valor de una pasant\u00eda rentada.<\/p>\n<p>Aerol\u00edneas Argentinas tambi\u00e9n me facilit\u00f3 el acceso a la l\u00ednea AVRO, donde fui aprendiendo sobre transporte a\u00e9reo. Hice varios vuelos en el cockpit para experimentar en la actividad su esencia, problemas y deficiencias que se superaban por la calidad profesional de su personal aeron\u00e1utico.<\/p>\n<p>Algunos nombres de pilotos que me ayudaron a formarme en la especialidad, por lo menos eso creo, fueron el Polo Arias, Jorge Gelso, Jorge Prelooker, el Galo Loza, Aldo Possenti, Fernandez, Agustin Peso, Bresciani, Fioravanti, Hugo Sanchez, Lares, \u00cdtalo Capusso y varios otros cuyos nombres se me fueron.<\/p>\n<p>Luego cuando lleg\u00f3 el 737 particip\u00e9 en varios vuelos de instrucci\u00f3n, que se hac\u00edan en general sobre el aeropuerto de Mar del Plata., pero esto pertenece a otra \u00e9poca posterior.<\/p>\n<p>A partir de la asunci\u00f3n de Hilario Valinotti, en 1967, o 1968 permanec\u00ed en APLA hasta mi renuncia en 1980.<\/p>\n<hr \/>\n<p>&nbsp;<\/p>\n","protected":false},"excerpt":{"rendered":"<p>En esta segunda entrega de esta saga veremos algunas caracter\u00edsticas del Decreto ley 16.130\/46. Una de ellas es que fijaba salarios m\u00ednimos para las jerarqu\u00edas de comandante, primero, segundo y tercer oficial, copiloto, navegante y comisario de a bordo en las sumas respectivas de 1.000 pesos, 750, 650 y 300.<\/p>\n","protected":false},"author":110,"featured_media":57232,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_post_was_ever_published":false},"categories":[3],"tags":[561,40,831],"class_list":["post-57230","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-transporte","tag-enprimerapersona","tag-aerolineas-argentinas","tag-relaciones-laborales-aeronauticas"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.7 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>El transporte a\u00e9reo que he vivido (2\/8) - Gaceta Aeronautica<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.gacetaeronautica.com\/gaceta\/wp-101\/el-transporte-aereo-que-he-vivido-2-6\/\" \/>\n<meta property=\"og:locale\" content=\"es_ES\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"El transporte a\u00e9reo que he vivido (2\/8) - Gaceta Aeronautica\" \/>\n<meta property=\"og:description\" content=\"En esta segunda entrega de esta saga veremos algunas caracter\u00edsticas del Decreto ley 16.130\/46. 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