2014 Fleet Service Discussion

[700UW]

The south is traditionally non-union, its not an insult, its the reality of the situation.
 
I live in NC for the past 20 years and I have seen it in action, look at ATL and see the brainwashed DL employees.
 
Back in 92 US took devastated the non-unions employees and it still took three years for the ramp to unionized and longer for the CSAs.
 
Ask any fleet service agent on here what the company did to them in 1992.

 

[WeAAsles]

Born and raised in the South, I will leave that comment alone!

Having lived and worked in DFW for 12 years, 25% of my life or almost 50% of my working life I have EARNED the right to be able to state my opinion of the ideological difference of the southern mentality.

My opinion doesn't come from what I've been told or read. It's come from my life itself. 

AANOTOK if you haven't lived and worked on the East coast it would be extremely difficult or actually impossible for you to understand that ideological difference.

 

[WeAAsles]

Map of States that are "Right To Work" or better known as States that have Anti-Union laws on the books. Notice where they are located. 

http://www.politicalruminations.com/map-of-right-to-work-states.html


Map of Right to Work States


States with anti-union laws (right to work states) are red. Click the map to enlarge.


- See more at: http://www.politicalruminations.com/map-of-right-to-work-states.html#sthash.83V2hYUr.dpuf

 

[700UW]

Jester,
 
There is a Ramp Service Manual, go read it, it tells you exactly how to do your job.
 
And you cant be disciplined for following the company's rules, policies and procedures.

 

[Jester]

Also, why can't you guys short stack anymore?
 

 
Kev,
 
The AA way of loading no longer recognizes bins in terms of simply forward, aft, and taper, but instead separates the bins into additional areas for which the load plan calls for weight.
 
For example, the aft bin of an A320 (excluding the taper) has now been divided into A1 and A2, where A1 is behind the bin net and A2 is the area between the A1 and taper bin netting (the area in front and to the immediate left and right of the bin door).  So if the flight is estimated to be 70 bags, the plan maybe call for 50 bags in A1 with the remainer in A2.  Solo stacking 50 bags into A1 is an eventual injury waiting to happen.  In the past, short-stacking 70 bags into A2 was the accepted norm, where 100 bags would be fleasible.
 
It appears to me that AA load planning prefers to keep the weight closer to the center of the aircraft for fuel efficiency reasons.  So about the only short-stacking anymore is the leftover bags in front of the bin door, and one doesn't even need to stack such a few number of bags.

 

[AANOTOK]

Having lived and worked in DFW for 12 years, 25% of my life or almost 50% of my working life I have EARNED the right to be able to state my opinion of the ideological difference of the southern mentality.

My opinion doesn't come from what I've been told or read. It's come from my life itself. 

AANOTOK if you haven't lived and worked on the East coast it would be extremely difficult or actually impossible for you to understand that ideological difference.

Again...no comment!

 

[700UW]

Again...no comment!

Actually you did comment.

 

[AANOTOK]

Actually you did comment.

I guess I did

 

[ograc]

 
Yeah, it's okay absolve yourself from any responsibility when a union brother brings a problem to your attention... you aren't the first union "leader" to whom I have had this discussion, and the result to date has been placation and platitudes.  I have even offered a reasonable solution... how many do that?  I swear, there times I cannot tell the difference between our union representatives and our Management.

I'm not absolving myself of anything Jester. You are absolving yourself of any accountability or research. You want to know and see if there are defined safety policies covering a range of questions. Yet, you don't want to research and seek the answers on your own. You expect someone else (management or your union rep) to show you. If you want answers, concerning the company's safety policies and procedures I suggest you do your research. The information is available on US Wings. Link: Safety Home Page. Here you will find electronic safety policies and manuals for all departments. If you still have a question unanswered; Use the link "Safety Reporting System". Here you can report safety violations, issues you're concerned with and questions you may have. Have you pursued these avenues when wanting to see specific Company safety policy language? You want standards? Ask the company for the standards. You have issues with the company's policies? Voice your opinion concerning their policies. It's their policies. They have the authoritative answers you seek. Quit putting the blame on the union for your lack of research and information concerning questions you have regarding company safety policies.    

 

 

[strangiatotheme]

 
Isnt the NFL Charters suppose to be worked by US Fleet?
 

 
When I worked charters, the most the FBO guys ever did involved pressing the open button on the gate to let the buses in and out.  Other than that, everything was handled by Mainline employees.

 

[Kev3188]

We've been scanning the outbounds for years now but not the inbounds.

FWIW, at DL, we do both. The "bags to claim" metric is one that gets some serious attention.
 
 

Kev,
 
The AA way of loading no longer recognizes bins in terms of simply forward, aft, and taper, but instead separates the bins into additional areas for which the load plan calls for weight.
 
For example, the aft bin of an A320 (excluding the taper) has now been divided into A1 and A2, where A1 is behind the bin net and A2 is the area between the A1 and taper bin netting (the area in front and to the immediate left and right of the bin door).  So if the flight is estimated to be 70 bags, the plan maybe call for 50 bags in A1 with the remainer in A2.  Solo stacking 50 bags into A1 is an eventual injury waiting to happen.  In the past, short-stacking 70 bags into A2 was the accepted norm, where 100 bags would be fleasible.
 
It appears to me that AA load planning prefers to keep the weight closer to the center of the aircraft for fuel efficiency reasons.  So about the only short-stacking anymore is the leftover bags in front of the bin door, and one doesn't even need to stack such a few number of bags.

Good info, and thanks.

Does CLP still do all the planning? We have a good deal of autonomy with our program, and as a crew chief, I'm allowed (for lack of a better term) to figure out what'll work best both for weight & balance, but also for my guys.

 

[ograc]

I wanted to come back and touch on this comment. Cargo it's not necessarily about seniority rather than ideology? In DFW which is going to be he most senior station for both airlines when we finally really become one, they have the same problem.  They have daily lineups that can be 6 and one half a day. 6 turns and a terminator. Almost anything that's thrown at them there they make it work. The company will always try to maximize productivity if you let them. The company just loves that Southern "Get the job done" ideology.

Who said anything about seniority? This merger and it's synergies will be all about maximizing productivity. The stations that have insourced work coming to them will be the proving ground. There are high expectations from Fleet regarding the additional manpower needed to successfully handle this additional work. It remains to be seen what additional manpower the company deems necessary and provides. At the end of the day, it should be the goal of all, to make it home safe and uninjured.

 

[robbedagain]

kev  at PMUS   currently as Fleet we do clp   Personally when I do it  I go by the max amt given but in the end I have the bags loaded close to the actual limits given to me before movin onto the next bin.    So for ex  if given 2400 as max I usually put say 70 to 75  leaving room for the heavies to be counted in there  then move on to the next bin.   Do you do something similar at DL

 

[Tim Nelson]

We Now Know Our 2015 Pay
Delta just announced a 4% pay increase for TOS. That brings those rampers up to $24.82. For Pay parity purposes, UA will be at $25.35.
That means that LUS employees will be at around $24.40 September 2015, and LAA will be right at $24.50 plus longevity.
...

I think that is right.
 
//press release
Delta announces early profit sharing payout, 2015 pay increase and benefits
(See DeltaNET for all the details)
Advance on Profit Sharing - 5% of your projected 2014 earnings. The balance will be paid in February 2015 during our regular profit-sharing celebrations. "We expect those profit-sharing checks in February to be our biggest ever."
"•Pay Increases – Effective April 1, 2015, nearly all Delta frontline employees worldwide will receive an increase in base pay of 4% at the top of the scale and 3% at other steps in the scale. Merit employees will participate in a 4% merit pool.

 

[Black Magic]

Must be nice to work for a good ol boy company like Delta! No union and they still get higher base pay sooner in april PLUS profit sharing AND not having to pay $660 a year in union dues. Makes me realize the IAM/TWU isn't worth a salt...